Transportation system

ABSTRACT

A high-speed transportation system, includes at least one transportation tube having at least one track, at least one capsule configured for travel through the at least one tube between stations, a propulsion system adapted to propel the at least one capsule through the tube, a levitation system adapted to levitate the capsule within the tube. The at least one transportation tube is structured and arranged as a net-tension tube.

CROSS REFERENCE TO RELATED APPLICATION

The present application claims the benefit of U.S. ProvisionalApplication No. 62/113,511 filed on Feb. 8, 2015, the disclosure ofwhich is expressly incorporated by reference herein in its entirety.

FIELD OF THE DISCLOSURE

The present disclosure relates to systems and methods for high-speedtransportation of people and/or materials between locations.

BACKGROUND OF THE DISCLOSURE

Traditional transportation modes via water, land, rail, and airrevolutionized the movement and growth of our current culture. Theadverse environmental, societal and economic impacts of thesetraditional modes of transportation, however, initiated a movement tofind alternative modes of transportation that take advantage of thesignificant improvements in transportation technology so as toefficiently move people and materials between locations. High-speedtransportation systems utilizing rails or other structural guidancecomponents have been contemplated as a solution to existingtransportation challenges while improving safety, decreasing theenvironmental impact of traditional modes of transportation and reducingthe overall time commuting between, for example, major metropolitancommunities.

SUMMARY OF THE EMBODIMENTS OF THE DISCLOSURE

At least some embodiments of the present disclosure are directed to ahigh-speed transportation system, comprising at least one transportationtube having at least one track, at least one capsule configured fortravel through the at least one tube between stations, a propulsionsystem adapted to propel the at least one capsule through the tube, alevitation system adapted to levitate the capsule within the tube. Theat least one transportation tube is structured and arranged as anet-tension tube.

In some embodiments, the at least one transportation tube comprises twotubes in a side-by-side configuration.

In further embodiments, the at least one transportation tube comprisesone tube with two discrete capsule passageways.

In additional embodiments, the at least one transportation tubecomprises one tube with four discrete capsule passageways.

In yet further embodiments, the at least one tube comprises a walkwayconfigured for passengers arranged adjacent the track.

In some embodiments, the at least one tube is formed from uniformthickness steel or a metal-composite material.

In further embodiments, the system further comprises a plurality ofsupports spaced along a path of the at least one tube to support the atleast one tube at an elevation above ground.

In additional embodiments, the at least one tube is self-supportingbetween adjacent supports.

In yet further embodiments, the system further comprises a supportstructure arranged between adjacent supports, above the supports andbeneath the at least one tube, wherein the support structure isself-supporting and supports the at least one tube between the adjacentsupports.

In some embodiments, each tube between adjacent supports is configuredfor handling dynamic forces expected within and outside the tube, andwherein the support structure between the adjacent supports isconfigured for handling the static forces of the weight of the tube andsupport structure and for dynamic forces acting within and outside thetube.

In further embodiments, the at least one tube comprises an inner layerand an outer layer, with a middle layer between the inner layer and theouter layer.

In additional embodiments, the inner layer and the outer layer comprisea metal and the middle layer comprises a foam material.

In yet further embodiments, the net-tensioned tube comprises at leastone compression member extending between different points on an innerwall of the tube, the compression member creating a restrained load thatinduces tension in an outer wall of the tube.

In some embodiments, the at least one compression member comprises twocompression members positioned orthogonally relative to each other.

In further embodiments, the at least one tube comprises a plurality oftube sections, wherein the tube sections comprise uniform tubeconfigurations along a transportation route between stations.

In additional embodiments, uniform tube configurations comprise tubeshaving approximately the same outer diameter and wall thickness.

In yet further embodiments, the at least one tube comprises a pluralityof tube sections, at least some of the tube sections comprisingdiffering tube configurations along a transportation route betweenstations.

In some embodiments, the at least one tube comprises a uniform wallthickness and diameter along a transportation route between stations.

In further embodiments, the at least one tube comprises one or moreportions having different wall cross-sectional areas at differentpositions along a transportation route between stations so as to vary anairflow passage around the capsule within the tube.

In additional embodiments, the different wall cross-sectional areas arecreated by different wall thicknesses at the different positions.

In yet further embodiments, the different wall cross-sectional areas arecreated by different tube diameters at the different positions.

In some embodiments, the at least one tube comprises one or moreportions having different wall thicknesses configured for differentexpected loads.

Additional aspects of the disclosure are directed to a high-speedtransportation system comprising at least one transportation tube havingat least one track, at least one capsule configured for travel throughthe at least one tube between stations, a propulsion system adapted topropel the at least one capsule through the tube, and a levitationsystem adapted to levitate the capsule within the tube. The at least onetube comprises an inner layer and an outer layer, and a middle layerpositioned between the inner layer and the outer layer.

In additional embodiments, the inner layer is selected and/or configuredfor exposure to an interior environment of the tube and the outer layeris selected and/or configured exposure to an exterior environment of thetube.

In yet further embodiments, the inner layer and the outer layer comprisemetals and the middle layer comprises a foam material.

In some embodiments, the foam material comprises a foamed metalmaterial.

In further embodiments, the foam material at least one of reducesthermal conductivity, increases stiffness, increases strength, andreduces weight of the tube.

In additional embodiments, the at least one transportation tube isstructured and arranged as a net-tension tube.

Additional aspects of the disclosure are directed to a method ofmanufacturing a tensioned tube comprising an inner wall and an outerstructure. The method comprises expanding the inner wall through aloading process, attaching the outer structure to the expanded innerwall as the loading process is completed, creating a net compressionstate in the outer structure and a net tension state in the inner wall.

In embodiments, the loading process comprises applying at least one ofinternal pressure and heat to the inner wall.

BRIEF DESCRIPTION OF THE DRAWINGS

The novel features which are characteristic of the systems, both as tostructure and method of operation thereof, together with further aimsand advantages thereof, will be understood from the followingdescription, considered in connection with the accompanying drawings, inwhich embodiments of the system are illustrated by way of example. It isto be expressly understood, however, that the drawings are for thepurpose of illustration and description only, and they are not intendedas a definition of the limits of the system. For a more completeunderstanding of the disclosure, as well as other aims and furtherfeatures thereof, reference may be had to the following detaileddescription of the disclosure in conjunction with the followingexemplary and non-limiting drawings wherein:

FIG. 1 is a schematic view of the transportation system in accordancewith embodiments of the present disclosure;

FIGS. 2A-2C illustrate views of exemplary capsules for use in thetransportation system in accordance with embodiments of the presentdisclosure;

FIGS. 3A-3C illustrate views of at least one tube for use in thetransportation system in accordance with embodiments of the presentdisclosure;

FIGS. 4A-4C are exemplary schematic depictions of a tube and supportconfiguration for positioning the tube at a depth in a body of water foruse in the transportation system in accordance with embodiments of thepresent disclosure;

FIG. 5 is a diagram of another exemplary schematic depiction of a tubeand support configuration for positioning the tubes at a depth in a bodyof water for use in the transportation system in accordance withembodiments of the present disclosure;

FIGS. 6A-6E are exemplary schematic depictions of additional tube andsupport configurations for positioning the tubes at a depth in a body ofwater for use in the transportation system in accordance withembodiments of the present disclosure;

FIGS. 7A-7C are exemplary schematic depictions of additional tube andsupport configurations for positioning the tubes at a depth in a body ofwater for use in the transportation system in accordance withembodiments of the present disclosure;

FIG. 8A-8G are illustrations of exemplary tube and supportconfigurations for positioning the tubes at a depth in a body of waterfor use in the transportation system and depictions of an off-shoreshipping port (and the results thereof) in accordance with embodimentsof the present disclosure;

FIGS. 9A-9C are exemplary depictions of tube manufacturing processes andapparatuses for use with the transportation system in accordance withembodiments of the present disclosure;

FIG. 10 is a diagram of yet another tube manufacturing process andsystem for use with the transportation system in accordance withembodiments of the present disclosure;

FIGS. 11A-11D are exemplary schematic depictions of tube structures foruse with the transportation system in accordance with embodiments of thepresent disclosure;

FIGS. 12A-12B are exemplary schematic depictions of a further tubemanufacturing process and structures for use with the transportationsystem in accordance with embodiments of the present disclosure;

FIG. 13 is a diagram of another exemplary schematic depiction of a tubemanufacturing process and structure for use with the transportationsystem in accordance with embodiments of the present disclosure;

FIG. 14 is a diagram of another exemplary schematic depiction of a tubemanufacturing process and structure for use with the transportationsystem in accordance with embodiments of the present disclosure;

FIG. 15 is a diagram of another exemplary schematic depiction of a tubemanufacturing process and structure for use with the transportationsystem in accordance with embodiments of the present disclosure;

FIG. 16 is a diagram of an exemplary and non-limiting track and bearingconfiguration for use in the transportation system in accordance withembodiments of the present disclosure;

FIG. 17 illustrates additional exemplary track and bearingconfigurations for use in the transportation system in accordance withembodiments of the present disclosure;

FIG. 18 is a diagram of yet another exemplary track and bearingconfiguration for use in the transportation system in accordance withembodiments of the present disclosure;

FIG. 19 is a diagram of an additional exemplary track and bearingconfiguration for use in the transportation system in accordance withembodiments of the present disclosure;

FIG. 20 illustrates an additional exemplary track and bearingconfiguration for use in the transportation system in accordance withembodiments of the present disclosure;

FIGS. 21A-21B illustrate views of an additional exemplary track andbearing configuration for use in the transportation system in accordancewith embodiments of the present disclosure;

FIGS. 22A-22C illustrate exemplary track switching systems for use inthe transportation system in accordance with embodiments of the presentdisclosure;

FIGS. 23A-23B illustrate aspects of an additional exemplary track andfluid bearing configuration and bearing fluid recycling system for usein the transportation system in accordance with embodiments of thepresent disclosure;

FIGS. 24A-24B illustrate views of an exemplary track and bearingconfiguration for use in the transportation system in accordance withembodiments of the present disclosure;

FIGS. 25A-25B illustrate an exemplary fluid bearing configuration and afeed forward system for controlling (or adjusting) the operation fluidbearing configuration for use in the transportation system in accordancewith embodiments of the present disclosure;

FIG. 26 is a schematic exemplary depiction of another fluid bearingconfiguration for use in the transportation system in accordance withembodiments of the present disclosure;

FIG. 27 is a schematic exemplary depiction of another track and bearingconfiguration for use in the transportation system in accordance withembodiments of the present disclosure;

FIGS. 28A-28C are schematic exemplary views of track and capsulepropulsion elements for use in the transportation system in accordancewith embodiments of the present disclosure;

FIG. 29 is a schematic exemplary view of track and capsule propulsionelements for use in the transportation system in accordance withembodiments of the present disclosure;

FIGS. 30A-30D are schematic exemplary views of propulsion elements forpropelling the capsule for use in the transportation system inaccordance with embodiments of the present disclosure;

FIGS. 31A-31B are schematic exemplary views of levitation elements andwheel elements for supporting the capsule on (or above) the track foruse in the transportation system in accordance with embodiments of thepresent disclosure;

FIG. 32 is a schematic illustration of an exemplary track thermalcontrol system for use in the transportation system in accordance withembodiments of the present disclosure;

FIG. 33 is an illustration of an exemplary capsule reorientation systemfor use in the transportation system in accordance with embodiments ofthe present disclosure;

FIG. 34 is an illustration of an exemplary capsule loading system foruse in the transportation system in accordance with embodiments of thepresent disclosure;

FIG. 35 is an illustration of an exemplary cargo loading system for usein the transportation system in accordance with embodiments of thepresent disclosure;

FIG. 36 is an illustration of an exemplary scaffolding system for usewith the transportation system in accordance with embodiments of thepresent disclosure;

FIG. 37 is a schematic illustration of a passive electromagnetic brakingsystem for use in the transportation system in accordance withembodiments of the present disclosure;

FIGS. 38A and 38B are schematic depictions of exemplary tube passagethat is narrowing in accordance with embodiments of the presentdisclosure;

FIG. 39 is a depiction of an exemplary passive levitation system for usein the transportation system in accordance with embodiments of thepresent disclosure; and

FIG. 40 is an exemplary system environment for use in accordance withthe embodiments of control systems described herein.

DETAILED DISCLOSURE

In the following description, the various embodiments of the presentdisclosure will be described with respect to the enclosed drawings. Asrequired, detailed embodiments of the embodiments of the presentdisclosure are discussed herein; however, it is to be understood thatthe disclosed embodiments are merely exemplary of the embodiments of thedisclosure that may be embodied in various and alternative forms. Thefigures are not necessarily to scale and some features may beexaggerated or minimized to show details of particular components.Therefore, specific structural and functional details disclosed hereinare not to be interpreted as limiting, but merely as a representativebasis for teaching one skilled in the art to variously employ thepresent disclosure.

The particulars shown herein are by way of example and for purposes ofillustrative discussion of the embodiments of the present disclosureonly and are presented in the cause of providing what is believed to bethe most useful and readily understood description of the principles andconceptual aspects of the present disclosure. In this regard, no attemptis made to show structural details of the present disclosure in moredetail than is necessary for the fundamental understanding of thepresent disclosure, such that the description, taken with the drawings,making apparent to those skilled in the art how the forms of the presentdisclosure may be embodied in practice.

As used herein, the singular forms “a,” “an,” and “the” include theplural reference unless the context clearly dictates otherwise. Forexample, reference to “a magnetic material” would also mean thatmixtures of one or more magnetic materials can be present unlessspecifically excluded.

Except where otherwise indicated, all numbers expressing quantities usedin the specification and claims are to be understood as being modifiedin all instances by the term “about.” Accordingly, unless indicated tothe contrary, the numerical parameters set forth in the specificationand claims are approximations that may vary depending upon the desiredproperties sought to be obtained by embodiments of the presentdisclosure. At the very least, and not to be considered as an attempt tolimit the application of the doctrine of equivalents to the scope of theclaims, each numerical parameter should be construed in light of thenumber of significant digits and ordinary rounding conventions.

Additionally, the recitation of numerical ranges within thisspecification is considered to be a disclosure of all numerical valuesand ranges within that range (unless otherwise explicitly indicated).For example, if a range is from about 1 to about 50, it is deemed toinclude, for example, 1, 7, 34, 46.1, 23.7, or any other value or rangewithin the range.

The various embodiments disclosed herein can be used separately and invarious combinations unless specifically stated to the contrary.

Transportation System Overview

Referring to FIG. 1, a transportation system 10 in accordance withaspects of the present disclosure is illustrated. In embodiments, thetransportation system 10 comprises one or more capsules or transportpods 12 traveling through at least one tube 14 between two or morestations 16. In one exemplary embodiment of the present disclosure, theone or more capsules 12 of the transportation system 10 move through alow-pressure environment within the at least one tube 14. In accordancewith certain aspects of the disclosure, a low-pressure environmentincludes (but is not limited to) any pressure that is below 1 atmosphere(or approximately 1 bar) at sea level.

Some elements of a high-speed transportation system are discussed inHyperloop Alpha, a white paper authored by Elon Musk, which includessome structural and system examples, the entire content of which isexpressly incorporated by reference herein in its entirety.

In an exemplary and non-limiting embodiment of the present disclosure, asystem comprises one or more partially evacuated tubes 14 that connect,for example, stations 16 in a closed loop system. In other contemplatedembodiments, the system may include a one-way connection between anorigin and a destination. In embodiments, tubes 14 may be sized foroptimal air flow around the capsule 12 to improve performance and energyconsumption efficiency at the expected or design travel speed. Inaccordance with aspects of the disclosure, the low-pressure environmentin the tubes 14 minimizes the drag force on the capsule 12, whilemaintaining the relative ease of pumping out the air from the tubes.

In embodiments, the capsule may be levitated over a track using apressurized fluid flow (e.g., air or liquid) exiting out, e.g., a bottomside of the capsule and interacting with the corresponding track. Infurther contemplated embodiments, the capsule may be levitated using,for example, passive magnetic levitation (e.g., mag-lev), with, forexample, non-superconducting magnets. In certain embodiments, thecapsule may be levitated using rockets, wings, aerodynamic (control)surfaces, ion engines, electromagnets, and/or slipper pads.Additionally, the capsule may include one or more permanent magnets.e.g., in a Halbach array on the capsule, which interact with a passive,conducting track to levitate the capsule. By utilizing passive magneticlevitation, a high lift-to-drag ration can be achieved, which results ina very low power consumption. Moreover, in accordance with some aspectsof the disclosure, the efficiency of the passive (e.g., permanent)magnetic levitation system may increase (at least in some respects) asthe vehicle speed increases. Other embodiments may utilizesuperconducting magnets for levitating the capsule.

By implementing aspects of the present disclosure, the capsules areoperable or available on-demand, which further enables an on-demandeconomy. For example, in embodiments, capsules may depart a station as(e.g., launched in a tube of the transportation system), as frequentlyas every ten seconds. In such a manner, for example, the capsules areoperable or available on-demand Implementing aspects of the presentdisclosure, will, in embodiments, cause a transformation of cities andwill unlock real estate values, and will have the ability to reshapeshipping and logistics industries, for example. Additionally,implementing aspects of the disclosure will profoundly impact humanbehavior and human interaction with the Earth, and will reducetransportation and shipping pollution.

While embodiments of the present disclosure are directed to using alow-pressure environment, in some contemplated embodiments, theenvironment may be at atmospheric pressure (i.e., not a low-pressureenvironment), which may be easier to maintain as compared to alow-pressure environment. For example (and as discussed in more detailherein), with some shorter travel distances (for example, short enoughthat the capsule may not easily attain a high speed before needing toslow down again), it may be more efficient to run the system in anenvironment that is at atmospheric pressure to, for example, reducecosts of maintaining a low-pressure environment. For example, if atravel route is only 30 km long, the capsule may not be able to achieveits top speed (due to relatively short distance of the route). In suchembodiments, the disclosure contemplates that it may be unnecessary toreduce the operating pressure of the environment below atmosphericpressure.

In accordance with aspects of the disclosure, in embodiments, thepressure of the environment may be, by design, operating at a uniformpressure (e.g., a uniform low pressure). The inventors contemplate,however, that embodiments of the disclosure may include differentregions of the tube that are operating at different pressures (e.g., twodifferent low pressures). For example, a section of tube may bemaintained at normal pressure for loading a capsule. Once the capsule isloaded, an airlock may be closed and the tube section may bedepressurized to the low pressure of the transportation system, afterwhich another air lock is opened, and the capsule is sent along a pathof the transportation system. Aspects of airlocks and gate valves for ahigh-speed transportation system are discussed in commonly-assigned U.S.application Ser. No. 15/007,712, filed in the USPTO on even dateherewith, the content of which is expressly incorporated by referenceherein in its entirety.

The capsules are transported at both low and high speeds throughout thelength of the tube and may be supported on a cushion of pressurized airwith aerodynamic lift or may be levitated with rockets, wings,aerodynamic (control) surfaces, ion engines, electromagnets, slipperpads, permanent magnets (e.g., a Halbach array), or superconductingmagnets, for example. In some embodiments, the capsule may also besupported (e.g., intermittently) on wheels. As discussed in more detailherein, it is understood that numerous other mechanisms and environmentsmay be provided to accomplish the aims of the disclosure.

In accordance with aspects of the disclosure, the capsules, elements ofthe tube, and the track are able to communicate with each other so asto, for example, control a capsule traveling within the tube and/orcontrol operating conditions of the tube or track. As one example,spacing between capsules within the same tube may be maintained usingautonomous vehicles that are aware of the other capsules' relativelocation. By autonomous, it should be understood that the vehicle is notdriven by an operator on the vehicle, but is operated using at least onecomputerized controller. Thus, if a vehicle ahead on the tube path hasslowed (e.g., due to a malfunction), then other capsules upstream of theslowed capsule may include sensors to detect, recognize, and analyzesuch a situation, and may slow the velocity of the upstream capsules. Asanother example, the capsules may be in communication with a centralcommand (which is aware of the location and speed of each capsule in thesystem), and receive an instruction from a central control to slow thevelocity of the capsule if a capsule in front of said capsule is movingtoo slowly. As a further example of communication between elements ofthe system in order to control operating conditions, during a seismicevent, portions of a tube that detect the seismic activity (e.g., arecloser in proximity to the epicenter of the seismic activity), maycommunicate with portions of the tube further from the epicenter toadjust operating conditions of the tube and/or tube support structures(e.g., thermal expansion joints, or vibration dampening elements) toaccount for the seismic activity.

In embodiments, should there be a loss of communication between capsulesthemselves, or between the capsules and the track or tube, for example,the transportation system (or portions thereof) may shut down, and forexample, let air pressure into the low-pressure environment of the tubeso as to assist in deceleration of the capsules. That is, by removing orreducing the low-pressure environment in the tube (e.g., bringing thepressure to atmospheric pressure), the capsules will encounter greaterair resistance, which will cause the capsules to slow down. Inembodiments, the capsules may each be equipped with onboard emergencypower systems sufficient to provide auxiliary propulsion to the capsule(e.g., to propel the capsule (or cause the capsule to crawl) to the nextstation or to an emergency egress) in the event of an emergency (e.g.,loss of low-pressure environment). Additional emergency measures mayinclude a pathway, for example, adjacent the track, as a walkway forpassengers, should exit from the capsule be necessary. The emergencywalkway may include lighting to assist the debarked passengers innavigating the emergency walkway, and may also include an airflow (e.g.,oxygen) system to provide breathable air to the debarked passengers. Inembodiments, areas for passenger egress outside the tube may beprovided, for example, in the event of a failure or emergency.

Referring now to FIG. 2A, an exemplary and non-limiting depiction of acapsule (or transport pod) 12 of the transportation system isillustrated. In embodiments, the capsule 12 may be streamlined to reducean air drag coefficient as the capsule 12 travels through thelow-pressure environment of the at least one tube 14 of thetransportation system. In accordance with aspects of the disclosure, incertain embodiments, a compressor arranged at the front end of thecapsule is operable to ingest at least a portion of the incoming air andpass it through the capsule (instead of displacing the air around thevehicle). For example, as schematically shown in the exemplaryembodiment of FIG. 2A, the capsule 12 may include a compressor at itsleading face. In embodiments, the compressor is operable to ingestoncoming air and utilize the compressed air for the levitation process(when, for example, the capsules are supported via air bearings thatoperate using compressed air and aerodynamic lift). Additionally, asschematically shown in the exemplary embodiment of FIG. 2A, inembodiments, the compressed air may be used to spin a turbine, forexample, located at the rear end of the capsule, to provide power to thecapsule 12. As schematically shown in the exemplary embodiment of FIG.2A, the capsule 12 may also include a motor structured and arranged todrive the compressor, and a battery for storing energy, e.g., derivedfrom the turbine. Additional power systems are discussed incommonly-assigned U.S. application Ser. No. 15/007,974, entitled “PowerSupply System And Method For A Movable Vehicle Within A Structure,”filed in the USPTO on even date herewith, the content of which isexpressly incorporated by reference herein in its entirety. The capsule12 also includes a payload area, which may be configured for humans, forcargo, and/or for both humans and cargo.

As depicted in the exemplary embodiment of FIG. 2B, the interior (e.g.,the payload area) of the capsule 12′ may be configured as a passengerservice vehicle to carry a number of passengers, for example, withsafety and comfort in mind. In accordance with aspects of thedisclosure, a tube and/or the capsule, when configured or structured forhuman passengers, may include more stringent safety and/or escapemeasures. For example, human-carrying capsules may include (or have morerobust) environmental controls and life support (ECLS) systems.

With an exemplary and non-limiting embodiment, a capsule 12 may beconfigured to carry eight people, and in another non-limitingembodiment, a capsule 12 may be configured to carry eighty people. Inaccordance with aspects of the disclosure, smaller capsules (e.g., thoseconfigured to carry 8 passengers), will not need as long to be loadedand reach their capacity, which allows such capsules to be sent morefrequently, as soon as they are loaded. In such a manner, with smallercapacity capsules, the capsules are able to be dispatched in anon-demand manner. In contrast, with a capsule configured to carry 80people, for example, it may take more time for the capsule to be filledto capacity, which may necessitate that some passengers wait a longerperiod of time before departing. In accordance with aspects of thedisclosure, with a larger-capacity capsule, however, the capsules maynot need to be sent as frequently.

Passengers may enter and exit the capsule at stations (for example, asdepicted in FIG. 2B) located either at the ends of the tube, or branchesalong the tube length. In accordance with aspects of the disclosure, thecapsule seats may conform to the body of the passenger to maintaincomfort, for example, during high speed accelerations and/ordecelerations experienced during travel. In some embodiments, the seatscan be orientable and/or adjustable to best handle the inducedacceleration loads from the vehicle on the passengers.

In an alternative embodiment of the disclosure, the capsule isconfigured to allow the transportation of a payload, such as materialsor goods, e.g., automobiles, cargo containers, along with passengersbetween locations. With such embodiments, the inventors contemplateembodiments having separate loading stations for the passengers and thecargo. That is, the cargo may be loaded into a capsule (e.g., first) ata cargo loading station. Once the cargo containing region of the capsuleis filled, the capsule may be directed to a passenger loading area, fromwhere the passengers may enter the capsule. In such a manner, thepassengers who have boarded the capsule need not wait for cargo to beloaded, as the cargo has already been loaded prior to passengerboarding.

In yet a further contemplated embodiment, for example as depicted in theexemplary embodiment of FIG. 2C, a capsule 12″ may be configured forcontaining cargo only (that is, the capsule may not be configured forcarrying human passengers). In such instance, a capsule may beconfigured to transport one or two FEU (forty foot equivalent unit)containers 13. In an exemplary and non-limiting embodiment, atransportation system may be operable to send a capsule as frequently asone every ten seconds. By implementing aspects of the disclosure, thetransportation system is operable to provide cost-effective and fastmethod of shipping time sensitive goods. Moreover, a capsule configuredand operable to transport cargo only may be operated at faster speeds(as compared to a human carrying capsule) due to allowable G-loading.

For example, in those embodiments in which the capsule is onlytransporting, for example, non-human cargo, the capsule may not berestricted (or may be less restricted) in the speeds it travels throughthe tube. As a capsule moves through a path that is bending (orturning), the contents of the capsule will be subjected to increasedG-forces. When the contents of the capsule include humans (or otheranimals), the capsule speed may be reduced in such bending paths toreduce the degree of G-forces experienced by the passengers. Non-humancargo, however, may be less impacted by increased G-forces, and in suchembodiments, it may be unnecessary to slow a capsule carrying non-humancargo during bending paths (or a capsule may be slowed to a lesserextent than would a human-carrying capsule). Additionally, with suchembodiments in which the capsule is only transporting, for example,non-human cargo, the capsule may not need the same level of safetymechanisms (e.g., life support systems) that would be utilized with ahuman-carrying capsule.

In embodiments, the capsules may be configured (or constructed) withspaces designated for accommodating cargo so that the cargo is morelikely to sustain the expected G-forces. Such designated spaces shouldbe designed to maintain the cargo or other payload in its loadedpositions, so that during travel of the capsule, the cargo and/orpayload and objects inside the capsule are prevented from moving. Asshould be understood, if the cargo were to move (or be shifted) duringtravel, such movement could upset the balance of the capsule, anddetrimentally impact travel of the capsule.

In accordance with further aspects of the disclosure, a cargo or payloadorientation tester may be used to test (or measure) a loaded capsule(e.g., with cargo and/or other payload, including passengers) to ensurethe capsule is properly loaded (e.g., properly balanced), and provide anindication (e.g., alert) when the cargo-loaded capsule is not properly(e.g., evenly) loaded. For example, for much of the travel distancealong the tubes, the capsules are gliding and may be free to relativelyrotate around its longitudinal axis in the tube (for example, as turnsin the tube are traveled). If the capsule is not properly orsufficiently balanced, this rotation of the capsule may become tooextreme to maintain a comfortable traveling experience. Scales andattached sensors and alarms can be provided to measure the weight and/orbalance (e.g., weight distribution in the capsule) and provide an alertwhen necessary.

In accordance with additional aspects of the disclosure, in embodimentsutilizing both human-carrying capsule (or pods) and cargo-containingcapsules, these respective capsules may be sized differently, and inembodiments, may utilize separate track systems and tubes, which areeach optimized for the respective capsules.

As shown in FIG. 2A, capsule 12 includes one or more onboardcompressors. Additional aspects of compressors are discussed incommonly-assigned U.S. application Ser. No. 15/007,801, entitled “AxialCompressor Configuration,” filed in the USPTO on even date herewith, thecontent of which is expressly incorporated by reference herein in itsentirety.

In accordance with aspects of the disclosure, the compressor allows thecapsule to traverse the relatively narrow tube 14 without impeding airflow that travels between the capsule and the walls of the tube. Forexample, operation of the capsule 12 through the tube 14 may result in abuild-up of air mass in front of the capsule 12, which may increase thedrag coefficient and/or detrimentally affect capsules ahead of thecurrent capsule. The compressor is operable to compress air that isbypassed through the capsule 12. That is, instead of the oncoming airbeing passed around the capsule 12, in certain embodiments, thecompressor is operable to ingest at least a portion of the oncoming air,which is passed through a passageway provided in the capsule, so as toreduce drag on the capsule 12. In exemplary and non-limitingembodiments, the compressor ratio of the compressor may be 30/1, may be4/1, or may be somewhere within this range. In further embodiments, thecapsule may not include an onboard compressor at all.

The compressor may also operate to supply air to, e.g., a bottom side ofthe capsule 12 to air bearings, which provide a cushion of air tosupport the weight of the capsule throughout the journey. In furtherembodiments, a capsule may utilize wheels, for example, during aninitial acceleration (e.g., at lower speeds, when the air bearings andlift are not sufficient to levitate the capsule) and/or duringemergencies. As discussed in more detail herein, in some embodiments,wheels may be arranged at a fixed height that will engage a track onlywhen the air bearings (or other levitation system) are not sufficient tolift the wheels off the tracks. In other contemplated embodiments, thewheels may be deployable from a recessed position.

In accordance with aspects of the disclosure, the capsule 12 may beaccelerated via a magnetic linear accelerator or linear motor (e.g., alinear synchronous motor (LSM) or a linear induction motor (LIM))affixed at various locations along the low pressure tube (e.g., atstations and/or at selected locations along the tube) with rotorscontained in or on each capsule 12. Aspects of the linear motors arediscussed in commonly-assigned application Ser. No. 15/007,940, entitled“Continuous Winding For Electric Motors,” and commonly-assignedapplication Ser. No. 15/008,024, entitled “Dynamic Linear Stator SegmentControl,” both filed with the USPTO on even date herewith, the contentsof which are hereby expressly incorporated by reference herein in theirentireties.

Rotors are located on the capsules to transfer momentum to the capsulesvia the linear accelerators. In embodiments of the present disclosure, amoving motor element or rotor is located on the capsule that cooperateswith the stator or stationary motor elements located on the track thatdrive the capsule. The stator is structured and arranged to locallyguide and accelerate and/or decelerate the capsule.

The linear accelerators are constructed along the length of the tube atvarious locations to accelerate the capsules. That is, in accordancewith aspects of the disclosure, the linear accelerators may not belocated along the entire track (e.g., from point A to point B), but onlyin discrete segments. As the capsule is operating in a low-pressureenvironment, once accelerated, the capsule will travel a significantdistance before losing significant speed (for example, the capsule maytravel 100 km before losing 10% of its initial speed). As such, onceaccelerated, the capsule may only need intermittent speed boosts(provided by the discrete segments of linear accelerators (e.g., LSMs orLIMs)) as the capsule travels from point A to point B.

In other exemplary embodiments, the capsule 12 may be accelerated (anddecelerated) using one or more of: jet thrust, a turbofan, a turboprop,a propeller, hydraulic cylinders, pneumatic cylinders, cables, fluid,fluid jets, and/or thermal gradients.

Referring now to FIG. 3A, one or more tubes 14 of transportation system10 is/are described in greater detail. In one exemplary and non-limitingembodiment of the present disclosure, a pair of cylindrical tubes 18, 20are generally positioned in a side-by-side configuration. In accordancewith aspects of the disclosure, the side-by-side configuration of tubes18, 20 decreases the overall physical footprint of the transportationsystem and provides efficient use and management of utilities and systemcomponents. As shown in the exemplary embodiment of FIG. 3A, tubes 18,20 are supported above ground by a series of supports (e.g., pillars orpylons 22) spaced apart along a path of travel. In an exemplaryembodiment, the pillars 22 are placed approximately every 100 feet (30m) along the transportation path, with other spacings between pillarscontemplated, for example, at turns or as needed.

In such embodiments, use of pillars (or supports) 22 to support thetubes 18, 20 of the transportation system provides numerous benefits. Inembodiments, the pillars 22 may include one or more dampers to adjustfor lateral and/or vertical forces or displacements (e.g., due to forcescaused by the capsule movement, thermal considerations, or seismicevents). Tubes 18, 20 need not be fixed to the pillars 22, but caninstead be fixed to a dampening system that is supported by pillars 22.The pillars 22 and the dampening system are structured and arranged toconstrain the tubes 18, 20 in a vertical direction while allowinglongitudinal slip for thermal expansion as well as dampened lateralslip. Some embodiments may also allow for some movement in the verticaldirection between the pillars 22 and the tubes 18, 20, and/or betweenthe pillar and the ground. In addition, in accordance with aspects ofthe disclosure, the position of the pillar-to-tube connection may beadjustable vertically and/or laterally, for example, to ensure properalignment of the tube, and to provide for a smoother ride. In anotherembodiment of the present disclosure, slip joints may be provided ateach station to adjust for tube length variance due to, for example,thermal expansion.

FIG. 3B illustrates an exemplary and non-limiting depiction of tubes 14of the transportation system 10 with a partial sectioned view showing aninterior of the tube 14 with a capsule 12 therein. As shown in FIG. 3B,the tubes 14 need not be fixed to the pillars 22, but rather, can befixed to a dampening system 23, which is supported by the pillars 22.The dampening system 23 is structured and arranged to constrain thetubes 14 in a vertical direction while allowing longitudinal slip forthermal expansion as well as dampened lateral slip. Additionalembodiments and details of a dampening system are discussed incommonly-assigned U.S. application Ser. No. 15/007,745, entitled“Expansion Joints, Dampers and Control Systems for a TubularTransportation Structure Stability System,” filed in the USPTO on evendate herewith, the entire content of which is hereby expresslyincorporated by reference herein in its entirety.

FIG. 3C depicts an exemplary and non-limiting depiction of tubes 14 of atransportation system 300. As shown in FIG. 3C, the tubes 14 havethereon, one or more solar panels (e.g., photovoltaic cells) 305 forcapturing solar energy. The captured solar energy may be stored inappropriate storage devices (e.g., batteries), which are not shown. Thestored solar energy may be used, for example, within the transportationsystem (e.g., to power the capsule propulsion system, tubepressurization systems, and/or life support systems) and/or fortransferring (e.g., selling) excess power back to power company and/orto other downstream users. In accordance with aspects of the disclosure,by utilizing solar energy to power the transportation system, the energyand/or environmental costs for operation of the transportation systemmay be reduced or minimized. In accordance with further aspects of thedisclosure, as the transportation system will involve installation ofthe tubes 14, additional costs for installing solar power systems areminimized. It should be understood that the solar power system 300 mayutilize suitable conventional power storage and distribution controls(e.g., one or more processors) that may be located, for example, at oneor more “central” locations and/or distributed throughout thetransportation system. As further shown in FIG. 3C, in accordance withaspects of the disclosure, the tubes 14 are arranged along a right ofway (ROW) of another transportation system (e.g., a highway 310, traintracks, bike paths, and/or sidewalks 315), which may be, for example,already existing and/or concurrently developed with the transportationsystem 300. In contrast to the supports 22 of FIG. 3B, which have anupside-down “U” shape with two pillar legs, the supports 22′ of theexemplary embodiment of FIG. 3C utilize a single pillar structure.

In accordance with aspects of the disclosure, by arranging thetransportation tubes over land (e.g., above-grade) or within the land(e.g., below-grade), the need for grading can be eliminated or reduced.Additionally, above-grade tubes can more easily cross natural barriers.For example, bridges may be less expensive, for example, due to low massper capsule, and tunnels may be less expensive, for example, due to atube's resistance to external pressure. Additionally, arranging thetransportation tubes over land (e.g., above-grade) or within the land(e.g., below-grade) may present fewer barriers to construction (e.g.,easy to obtain rights-of-way (or ROW)). In embodiments, the tubes mayreach city centers, for example, above-grade or via a tunnelbelow-grade.

Alternative Tube Locations

Referring now to FIGS. 4A-8G, a series of alternative embodiments of thetransportation system of the present disclosure are illustrated. Unlikethe exemplary and non-limiting above-ground (or above-grade)transportation system of FIGS. 3A-3C, in embodiments, at least one tubemay be at least partially disposed in alternative locations, such asbelow-ground or below a body of water to, for example, achieve superiorstructural and/or operating performance and/or to reduce landacquisition and/or air rights costs, and avoid interference with othermodes of transportation. For example, constructing a transportationsystem over or in water (for example, at least partially) may presentless barriers to construction (e.g., easy to obtain rights-of-way (orROW)). Additionally, by locating the transportation system in (or over)a body of water, there may be less obstructions along the transportationpath, allowing for a straighter (and shorter) transportation path.Additionally, water-based systems (e.g., under water-based systems)enable offshore ports that can deliver goods to inland ports, forexample, via tunneling (e.g., minor tunneling). As further discussedbelow, implementing aspects of the disclosure will also enable thereallocation of waterfront property, for example, that was previouslyutilized by ports.

Generally vertical/up and down movement of the capsule (e.g., to changeelevation to rise over hills or mountains) is more difficult to achievethan a left and right movement of the capsule. Thus, in accordance withaspects of the disclosure, by locating the transportation system over(or in) a body of water, transportation paths having significant changesin elevation can be avoided (or reduced).

FIG. 4A illustrates one exemplary and non-limiting embodiment of anunderwater support configuration 400 of the present disclosure forpositioning the tubes 14 at a predetermined depth D (e.g., apredetermined depth) in a body of water 410. As shown in FIG. 4A, the atleast one tube 14 is disposed beneath the surface of the water 410 andmaintained at a designated depth D by one or more buoys 26.

In accordance with additional aspects of the disclosure, in embodiments,the tube 14 may be constructed of materials such that the state of thetube may be naturally buoyant, neutrally buoyant, or naturally sinkingin the water. With an exemplary embodiment, the tube is naturally verybuoyant, and may include counterweights to achieve neutral buoyancy.Additional embodiments may utilize anchors, spar-buoys, and/or tensionlag platforms to assist in maintaining a position and/or orientation ofthe tube in the water. In further contemplated embodiments, the tube 14may have different buoyancy characteristics along different portions ofthe tube 14. For example, different portions of the tube 14 may comprisedifferent materials, different construction, and/or differentthicknesses to provide different buoyancy characteristics alongdifferent portions of the tube 14. Buoys 26 may be adapted to thephysical state of the tube 14 to ensure that the tube remains in agenerally static position.

Buoys 26 may be configured in a variety of ways to accomplish aims ofthe present disclosure. As shown in FIG. 4A, buoy 26 includes a floatingelement 415 disposed at a first end and a connection portion 420engaging (e.g., releasably) the floating element 415 at a first end, andengaging (e.g., releasably) a portion of the outer surface of the tube14 at a second end. In embodiments, the connection portion 420 may be acable (e.g., steel cable), a fiber, a webbing, organic material, ormetal rod, with suitable connections on its ends to connect with thefloating element 415 and the tube 14. The tube 14 may be provided withsuitable receiving loops (e.g., welded or otherwise fastened to thetube), for example, to receive the connection of the connection portion420. It is contemplated that the floating element 415 of the buoy 26 maybe disposed on the surface of the water (e.g., as shown in FIG. 4A) or,in the alternative, the floating element 415′ of the buoy 26′ may bedisposed above the surface of the water 410 (e.g., as shown in FIG. 4B)to accomplish aims of the present disclosure. In embodiments, the buoy26 may also be secured to the sea floor, e.g., with a cable (not shown),to maintain the relative position of the buoy 26. While the presentspecification describes positioning of tubes at a predetermined depth,it should be understood that surface waters may undergo deflections ofbetween, for example, 2-40 meters. As such, embodiments that aresupported (at least in part) utilizing buoys may undergo changes inrelative depth as the water surface undergoes deflection. As such, thedescription of predetermined depth in the present disclosure should notbe construed to limit any embodiments of the present disclosure.

In the exemplary and non-limiting embodiment of the present disclosureshown in FIG. 4B, the transportation system 400′ may include one or moresupport structure 28 in electromechanical communication with the tube14. In embodiments, support structure 28 may provide secondary flotationsupport for the tube 14. Alternatively or additionally, the supportstructure 28 may serve alternative functions in the transportationsystem, including, but not limited to, receiving and transmitting databetween the tube 14 and one or more remote monitoring stations (notshown), providing an air exchange and vent interchange connection and/ora portal functioning as an emergency escape path and/or connection to apassenger docking area for boats and/or helicopters. For example, inembodiments, one or more of the buoys 26 and/or support structure 28 mayinclude an antenna or telemetry systems, solar or other power systems, ahuman ingress/egress interface system (e.g., a helicopter pad, or boatdock), cameras, lighting systems, Wi-Fi (or wireless fidelity) systems,one or more ballast tanks, and/or propellers and drives. Additionally,the buoys 26 and/or support structure 28 may include life supportsystems including one or more of, for example, a snorkel system toprovide air to the tube 14 (e.g., including ducting or pipes), a ventfor the tube 14, a vacuum pump for maintaining or reestablishing alow-pressure environment within the tube, and a surface-level vehicle(e.g., a boat) for passenger escape from the transportation system.

It should also be understood that the buoys 26 may also be configured tosupport a serve purpose to the support structure 28. For example, asdepicted in FIG. 4C, the support structure 28′ include buoys 26″ havingone or more floating elements 415.

FIG. 5 illustrates another exemplary and non-limiting embodiment of asupport configuration 500 of the present disclosure for positioning thetubes at a predetermined depth D in a body of water 410. The at leastone tube 14 (here depicted as two tubes 14 in a side-by-sideconfiguration) is disposed beneath the surface of the water 410 andmaintained at a designated depth D by at least one active stabilizer(e.g., vertical active stabilizers 30 and/or horizontal activestabilizers 30′) and at least one passive stabilizer 32. The one or moreactive stabilizers 30, 30′ are secured to tube 14 via respectivestabilizer connections 505, and respectively include one or more motors(not shown) that can be activated to adjust the position and/or rotationof the tube 14 to maintain a generally static relative position and/ororientation. One or more processors may be configured to receiverelative position and/or orientation information (e.g., from gyroscopes,optical sensors, and/or pressure sensors), and control the activestabilizers 30, 30′ and/or ballasts to maintain a relative positionand/or orientation. The passive stabilizer 32 is structured and arrangedto act as a stabilizing keel (which may be oriented vertically orhorizontally, as depicted). The configuration 500 may also include oneor more sensors (e.g., pressure sensors and/or gyroscopes) to determinethe depth and/or orientation of the tube 14. The support configuration500 also includes one or more ballasts 34, which may be connected to thetubes 14 via respective ballast connections 510. In embodiments, one ormore passive stabilizers 32 may cooperate with the active stabilizers30, 30′ and ballasts 34 (e.g., ballast tanks and valve systems) toadjust and/or maintain the depth and/or rotation of the tubes 14 in thewater 410. The ballasts 34 can be filled with, for example, seawater todecrease the buoyancy of the support configuration 500, oralternatively, may be filled with air to increase the buoyancy of thesupport configuration 500. As shown in FIG. 5, the one or more passivestabilizers 32 are connected to the tube 14 (via stabilizer connection505) at a distance from the tube 14, and is structured and arranged toprovide stability to the tubes 14. As should be understood, as shown inFIG. 5, the vertical active stabilizer 30 provides stability and/oradjustment in the vertical direction (e.g., up and/or down) to adjust adepth of the tube 14, and horizontal active stabilizer 30′ providesstability and/or adjustment in the horizontal direction (e.g., leftand/or right) to adjust a position of the tube 14. As noted herein,other embodiments may utilize spar buoys, a pendulum and a naturalfrequency of oscillation to provide additional horizontal and/orvertical stability.

FIGS. 6A-6E illustrate additional embodiments of a support configurationof the present disclosure for positioning the tubes at a depth in a bodyof water. As shown in FIG. 6A, a series of joints 36 are provided atdiscrete locations in the transportation system between two sections oftube 14. In some embodiments, for example, these joints 36 may be usedin regions of slower capsule speeds (e.g., near stations, and/or atland/sea junctions). In accordance with aspects of the disclosure, thejoints 36 allow the corresponding tube sections to adjust (or move),e.g., with the flow of the body of water, while maintaining a stabletube environment for capsule travel. Is should be understood that thejoints 36 are 360° around the tube 14. In embodiments, the joints 36 maycomprise a rubber material, elastomeric material,polytetrafluoroethylene (PTFE), ethylene tetrafluoroethylene (ETFE),other flexible material, and or composite materials (e.g., polymermaterial reinforced with flexible metal cables, wires, fibers, orstrands). The joints 36 may be attached to the respective tubes 14, forexample, using welding, clamping, or using fasteners.

In one exemplary and non-limiting embodiment of the present disclosure,each joint 36 allows relative angular movement of one tube 14 relativeto its adjacent tube 14 within one or more predetermined angles ofdeflection θ. It should be understood that the one or more predeterminedangles of deflection θ should be determined so that too great an anglebetween adjacent tube sections 14 is prevented. That is, as the capsuletravels the tube 14, if the angle of deflection between adjacent tubesections is too great, then, for example, the passengers may besubjected to very high G-forces as the capsule passes this deflectionangle. As such, in accordance with aspects of the present disclosure,the amount of deflection between adjacent tube sections 14 may belimited to a maximum deflection angle θ. In embodiments, the maximumdeflection angle θ may be determined based on, for example, capsuledesign speed and type of cargo (e.g., human cargo, non-human cargo, ornon-living cargo).

As shown in FIG. 6B, should the joint 36 reach the predetermined limitof deflection θ, the joint 36 stops at angle limit of deflection θ, inposition, thereby allowing a corresponding joint (e.g., a downstream orupstream joint 36) to deflect to maintain the capsule system travel path38, for example, as shown in FIG. 6C. Moreover, in accordance withaspects of the disclosure, the deflection depicted in FIG. 6B may be avertical deflection (e.g., up or down), a horizontal deflection (e.g.,left or right), or may be a combination of both vertical and horizontaldeflections. The range of movement of the joint 36 may be limitedutilizing one or more structures that limit the bending of the joint 36.For example, an approximately double cone-shaped restrainer may bearranged around or within the joint 36 to prevent the joint from bendingbeyond the include angle of the double cone-shape (which is configuredto only allow the maximum deflection angle θ). With another exemplaryembodiment, the joints 36 may include electromechanical actuatorsconfigured to limit the relative bending of the tubes to the maximumdeflection angle θ and/or to control (e.g., limit or delay) theunbending of the joint 36. After the joint “locks out” it is configuredand operable to transfer the deflection to the neighboring tube(s). Insuch a manner, when a maximum deflection is reached, the joints 36 areoperable to transfer load(s) to a neighboring tube.

In embodiments, the tube may be above land (e.g., suspended off theground over land or water), on land (e.g., on the surface of land orwater), below ground, and/or below the surface of the water. Inaccordance with aspects of the disclosure, FIG. 6D illustrates a tubearrangement 600′ having the at least one tube 14 disposed beneath thesurface of the water 410 and connected to an inlet tube 42 through ajoint 36. As shown in FIG. 6D, inlet tube 42 includes a first end thatmay at least partially be disposed in the water and a second endextending into a portion of land 44 abutting the water 410.

FIG. 6E illustrates another embodiment 600 of the present disclosure,wherein one or more buoys 26 and/or support members (not shown) areconnected (via connections 420) with respective joints 36. In accordancewith aspects of the disclosure, for example, in relatively calmer waters(e.g., in a bay or port area), as the floating elements 415 of the buoys26 move with the surface of the water 410, the tube sections 14 are ableto move relative to one another within the permitted angular range ofthe respective joints 36.

In embodiments, upon reaching the maximum deflection angle θ, the joint36 may be temporarily locked (e.g., for a short period) at this maximumdeflection angle θ before allowing the affected tube sections 14 to“unbend” toward a linear alignment. In embodiments, the “unbending” ofthe affected tube sections 14 may be slowed. For example, the forces(e.g., tidal forces) acting on tube sections 14 may cause two tubesections to deflect relative to one another, which will cause the joint36 to bend. Assuming with this example, that the joint 36 was bent toits maximum deflection angle θ, upon a subsiding of the forces (e.g.,tidal forces), which otherwise might allow the tube sections to returnto their fully aligned state, the joint 36 remains at the maximumdeflection angle θ for a period of time (e.g., 15 seconds), and thenreleased (e.g., slowly). In accordance with aspects of the disclosure,by delaying and/or slowing the release of the angular orientation of thejoint 36 (e.g., from the maximum deflection angle θ), sudden changes inthe tube direction may be avoided. In certain embodiments, the delayedand/or slowed unbending may be utilized when a capsule is approaching orwithin the joint 36 bent at the maximum deflection angle θ.

In embodiments, the transportation system may be configured to shut down(e.g., temporarily), to slow the speeds of capsule in the system, or tostop sending additional capsules into the system should, for example,the body of water be experiencing extreme turbulence (e.g., large waves)that may cause high levels of tube movement. For example, sensors and orGPS information may be configured and/or utilized to detect extremeconditions (e.g., larger than normal waves, impactful weather) andactively control, for example, portions of the transportation system toadjust for the conditions. Such sensors may include, e.g.,accelerometers, gyroscopes, and/or optical sensors. Such active controlsmay include, for example, slowing the capsule in the immediate area ofthe disturbance, as well as adjusting speeds of upstream capsules. Thecapsules may be slowed, for example, by controlling the propulsionsystems to not provide acceleration to a passing capsule, deployingcapsule braking systems (e.g., passive electromagnetic braking) ordeploying a deceleration device. Examples of braking devices are alsodisclosed in commonly-assigned U.S. application Ser. No. 15/007,718,entitled “Deployable Decelerator,” filed in the USPTO on even dateherewith, the content of which is hereby incorporated herein byreference in its entirety. In additional embodiments, the activecontrols may include looking ahead along the travel path and adjustingthe speed there through and/or adjusting alignment of the tube sections.The system may utilize the communication capabilities of the tubesand/or capsules to send and/or receive instructions for adjustments tothe speed there through and/or adjustments for alignment of the tubesections.

FIGS. 7A-7D illustrate yet another embodiment of the supportconfiguration of the present disclosure for positioning the tubes 14 ata predetermined depth in a body of water. As shown in FIG. 7A, with thisexemplary and non-limiting embodiment, a cross support member 740extends between the plurality of buoys 26 to provide lateral support andstructure to the system. It should be understood that this cross supportmember 740 is optional. The at least one tube 14 is disposed beneath thesurface of the water 410 and maintained at a designated depth D by aplurality of buoys 26. As the structure may undergo torsionaldeflections, the structure may include one or more stabilizers (e.g.,passive or active), anchors, or other suitable structures, for example,along the length of the tubes, to reduce or minimize such torsionaldeflections.

As shown in FIGS. 7B and 7C, in another embodiment of the presentdisclosure, the plurality of buoys may be grouped in a variety ofnumbers to ensure proper alignment of the tubes 14 relative to eachother. For example, as shown in FIG. 7B, a pair of buoys 26 is attachedto each joint 36 on opposite sides via attachments (not shown). Asshown, in FIG. 7C, three buoys 26 are attached to each joint 36 viaattachments (not shown), with two buoys arranged on the outside of the“curve” and one buoy arranged on the inside of the “curve.” While theexemplary embodiment of FIG. 7C depicts two buoys arranged on theoutside of the “curve” and one buoy arranged on the inside of the“curve,” the disclosure contemplates other arrangements. For example,two buoys may be arranged on the inside of the “curve” and one buoyarranged on the outside of the “curve,” or a set of four buoys 26 may beattached to each joint 36. Moreover, while this embodiment depicts thebuoys attached at the joints 36, the disclosure contemplates additionalbuoys may be attached to the tube 14 itself. The buoys may be attachedto the joints 36 and/or to the tube 14 itself using, for example, steelcables with suitable connectors (e.g., hooks).

FIGS. 8A-8G illustrate further exemplary and non-limiting aspects ofembodiments of the present disclosure. As discussed herein, inembodiments, the tube may be above land (e.g., suspended off the groundover land or water), on land (e.g., on the surface of land or water),below ground, and/or below the surface of the water. In accordance withaspects of the disclosure, FIG. 8A illustrates a tube arrangement 800having the at least one tube 14 disposed beneath the surface of thewater 410 and connected to an inlet tube 42 through a joint 36. As shownin FIG. 8A, inlet tube 42 includes a first end that is at leastpartially disposed in the water and a second end extending into aportion of land 44 abutting the water 410. In accordance with aspects ofthe present disclosure, inlet tube 42 may be configured to allow accessto station 16 and/or to a further section of tube 805 extending inland.

In accordance with aspects of embodiments of the present disclosure,FIGS. 8B, 8C, 8D, 8E and 8F depict platforms for accessing thetransportation system from a water-based access port. For example, asshown in FIG. 8B, with this arrangement 850, a platform 46 is disposedabove a station 48 provided in the transportation system. An accesschannel 50 (e.g., including one or more elevators, stairs, escalators,etc.) connects the station 48 and the platform 46. In embodiments, theplatform 46 may be free floating (e.g., using buoys), releasably securedto the tube or station of the system, or secured to the sea floor belowthe tube. As shown in FIG. 8B, with arrangement 850, the platform 46 issecured to the sea floor 815 below the tube 14 with vertical beams 805and A-frame supports 810. In embodiments, for example, the platform 46may be an oil drilling rig, and the tube and capsules may be configuredto transport petroleum products or materials from the drilling rig to,for example, an onshore petroleum refining facility. As noted above, theplatform 46 may be releasably secured to the tube 14 or station 48 ofthe system instead of (or in addition to) being secured to the sea floor815. In accordance with aspects of the disclosure, for example, with theplatform 46 releasably secured to the tube or station of the system,should the platform 46 need to be moved to another location, theplatform 46 can be released from its current location, moved to a newlocation along the tube 14, and reattached to the tube 14 at the newlocation. In embodiments, the platform 46 may include a tension-legplatform and/or a spar platform.

Off-Shore Loading/in-Land Port

As shown in the exemplary embodiment of FIG. 8C, arrangement 875includes a docking platform 52 structured and arranged for allowing aboat 54 or other non-water transport vehicle (e.g., helicopter) to haveaccess to the underwater station 48. As shown in FIG. 8C, with thisarrangement 875, the platform 52 is floating on the surface of the water410 above the sea floor 815, and with this exemplary and non-limitingembodiment, utilizes buoys 26 attached to vertical beams 880 secured tothe platform 52. In certain embodiments, the platform 52 may be tetheredto the sea floor.

FIG. 8D shows an exemplary arrangement 875′ including a docking platform52 structured and arranged for allowing a boat 54 or other non-watertransport vehicle (e.g., helicopter) to have access to the underwaterstation 48. As shown in FIG. 8D, with this arrangement 875′, theplatform 52 is floating on the surface of the water. An access channel50 (e.g., including one or more freight elevators, stairs, escalators)connects station 48 and platform 52. Platform 52 could alternatively bepositioned on land. The arrangement 875′ may include manned, autonomous,and/or semi-autonomous equipment (e.g., cranes, elevators, loaders, androtary skids) configured to move the cargo from the ships to the station48, and into the capsules at the station 48, and move the capsule intothe tubes 14.

FIG. 8E shows an exemplary top view of the arrangement 875 in accordancewith aspects of the disclosure, wherein the platform 52 is arranged onthe sea 410 at a distance d from a port 890 with a transportation tube14 connecting the platform 52 with the port 890. As shown in FIG. 8E, aship 58 is docked at the platform for unloading (and/or loading) cargo.Once unloaded, the cargo (not shown) is then transported via a capsule(not shown) traveling within the tube 14 (which may be above-waterand/or below water) to the port 890.

Conventionally, ships sailing into port will line up in a queueextending well offshore and await their turn to unload (and/or load)their cargo. This results in a seemingly perpetual queue of cargo shipsextending from the port out into the sea, which creates an eyesore andpollution close to shore. By implementing the aspects of the presentdisclosure, however, the offloading of cargo may be conducted at adistance d from the port. In embodiments, the distance d may be, forexample, fifteen miles. In accordance with aspects of the disclosure, bylocating the platform 52 away from shore, the queue of cargo ships willnot be viewable from shore (or may be less viewable), thus reducing theeyesore of cargo ships, and reducing pollution closer to shore. Inaccordance with further aspects of the disclosure, by locating theplatform 52 away from shore, efficiencies for cargo transfer can beincreased.

FIG. 8F shows an exemplary top view of the arrangement 875 in accordancewith aspects of the disclosure, wherein the platform 52 is arranged onthe sea 410 at a distance d from a port 890 with the tube 14 connectingthe platform 52 with an inland cargo offloading/on-loading location 895(while bypassing the port area 890). As should be understood, the portarea 890 may utilize a large amount of coastline property that is highlyvaluable. For example, the ports of Los Angeles and Long Beach (whichare located adjacent one another) occupy approximately 10,700 acres ofland and water along 68 miles of waterfront.

As discussed above, with embodiments of the present disclosure, thecargo ships no longer need to travel all the way into the port area 890to offload or on-load cargo. With this in mind, by utilizing aspects ofthe present disclosure, the location of the “port” itself (e.g., thelocation of the off/on loading equipment (e.g., manned and/or autonomousor semi-autonomous equipment), such as cranes, the cargo containerstorage areas, and the on/off loading equipment to load the removedcargo onto other types of vehicles (e.g., trucks and/or trains) fordownstream distribution) may be moved to a location remote from thecoastline. That is, as the cargo ships no longer have a need to travelall the way to the shoreline, there is an opportunity to relocate theinfrastructure of the “ports” to an inland location, thus freeing up thecoastline areas previously utilized as the shoreline port, for otherdevelopment opportunities (e.g., residential or commercial real estate).Thus, as shown in FIG. 8F, in accordance with aspects of the disclosure,the cargo offloading/on-loading location 895 is located inland andremote from the port area 890, which frees up the port area 890 forother land use opportunities.

FIG. 8G shows an exemplary current view (top) of the Port of Marseilles897 having a port area 890, and a representation of the same area 899(bottom), after locating the port remotely (not shown), in accordancewith aspects of the present disclosure, and redeveloping the water-frontproperty. As shown in the views of FIG. 8G, by moving the port area 890and infrastructure away from the coast line, this highly valuable realestate can be repurposed, for example, for residential and/or commercialreal estate.

Further contemplated embodiments of the tube transportation may utilizethe high-speed tube transportation system to move cargo beyond the portinfrastructure area (e.g., situated on the coastline or at a remotelocation) to one or more downstream destinations (e.g., a finaldestination, an airport, or some other transportation hub). In suchembodiments, cargo may be off-loaded from a cargo ship at an off-shoredocking area, and placed in capsules for transport for a high-speedtransportation system. In contrast to the above described embodiment,the transport of the capsules containing the cargo from the off-shoredocking area to the port infrastructure area may be through lower speedtransportation tubes, e.g., using a different propulsion system and/oran un-evacuated transportation tube. Upon arrival at the portinfrastructure area, the capsules may be moved (or otherwise directed)from the lower-speed transportation tube to a high-speed transportationtube. By utilizing these aspects of the disclosure, the off-loading (andon-loading of cargo) and the movement of the cargo containers tovehicles for transport to a downstream (e.g., final) destination can beaccelerated by utilizing a common transport vehicle (i.e., the capsule)to move the cargo through multiple phases (e.g., off the ship and out ofthe port area) of the cargo-transit route. In further contemplatedembodiments, a high-speed transportation system may originate at a portinfrastructure area itself (e.g., without utilizing an off-shore dockingarea or connection thereto). Such a high-speed transportation system mayprovide tube transportation paths to one or more downstream destinations(e.g., a transportation hub, a factory, a final destination).

In-Situ Manufacturing

Referring back to FIG. 3, the tubes 14 of transportation system 10 arestructured and arranged to receive and support the high speed travel ofthe capsule there through. As such, it is contemplated that the tubes 14may be created using one or more distinct manufacturing processes with avariety of materials, which may depend on the technical andenvironmental requirements, and location of the tubes 14 of thetransportation system, amongst other considerations. In one embodimentof the present disclosure, the tubes 14 may be formed from reinforceduniform thickness steel or a metal composite material and weldedtogether in a side-by-side configuration to allow the capsules to travelboth directions (i.e., one tube for each direction). It is contemplatedthat the specified tube wall thickness may be necessary to providesufficient strength for the load cases considered, such as, for example,pressure differential, bending and buckling between pillars, loading dueto the capsule weight and acceleration, as well as seismicconsiderations.

In embodiments of the present disclosure, the tube may be manufacturedin-situ, wherein, for example, raw material(s) are fed-in and compositetube structure is built on location. With one exemplary and non-limitingembodiment, an in-situ manufacturing system may produce up to 1 km of2-way tube per day, per machine, with other production ratescontemplated by the disclosure.

FIGS. 9A and 9B schematically depict exemplary and non-limitingembodiments of the present disclosure for manufacturing the tubes 14 ofthe transportation system. For example, FIG. 9A schematicallyillustrates the use of in-situ manufacturing system 900 to manufactureand assemble tubes 14 on land (or on pillars 22 arranged on land). Inthis embodiment, a movable tube fabrication machine 56 is operable tomove on land, and is directed along construction route 58. Raw materials60 are fed to a schematically illustrated suitable tube manufacturingsystem 905, which is operable to output tube sections 14. As should beunderstood, the suitable tube manufacturing system 905 may be configuredbased upon the type of tube construction and types of raw materials,amongst other considerations. The finished tube sections 14 are placedin position on pillars 22 and attached (e.g., directly or indirectly viastruts and other known supports) to the pillars 22. In certainembodiments the movable tube fabrication machine 56 and/or the pillars22 are sized such that the movable tube fabrication machine 56 can passover downstream pillars 22, which may be placed along the constructionroute 58 prior to the passing of the movable tube fabrication machine 56(or be placed at the same time as the tube). As shown in FIG. 9A, themoveable tube fabrication machine 900 comprises a motor (not shown)configured to propel the moveable tube fabrication machine 900, andwheels or treads 920 driven by the motor, and operable to support themoveable tube fabrication machine 900 riding along the approximate path58 of the transportation system.

FIG. 9B schematically illustrates the use of in-situ manufacturingsystem 950 for use on a body of water 410 to manufacture and assembletubes 14 for use under water (e.g., arranged on a sea floor 815). Inthis embodiment, a floating movable tube fabrication machine 62 (e.g., aship, boat, barge, or sea vessel) is directed along construction route58. Raw materials 60 are fed (e.g., via a conveyor) to a schematicallyillustrated suitable tube manufacturing system 905, which is operable toconstruct and output tube sections 14, for example, out through asuitably configured port 955 from the floating movable tube fabricationmachine 62. While the exemplary depicted embodiment illustrates the tubesections 14 being deployed via the port 955, in other contemplatedembodiments, the tube sections 14 may be deployed from a side (or sides)of the floating movable tube fabrication machine 62. Alternatively, thefloating movable tube fabrication machine 62 may deploy tube sections 14from a rear, topside of the floating movable tube fabrication machine62. Additionally, while not depicted in the exemplary schematicillustration, the floating movable tube fabrication machine 62 may alsoinclude, e.g., cranes to move the tube sections off of the floatingmovable tube fabrication machine 62, and to place the tube sections 14on the sea floor 815. Also, as shown in FIG. 9B, as the tube sectionsare deployed, the floating movable tube fabrication machine 62 may alsobe configured to deploy joints 36 and buoys 26 into the water, as wellas support members (not shown), as the floating movable tube fabricationmachine 62 traverses the construction route 58.

In a further exemplary and non-limiting embodiment, as depicted at 900′in FIG. 9C, a moveable in-situ manufacturing system 56′ may be locatedat a single location to make a number of tube sections (e.g., fifty tubesections), and then subsequently moved to a new location. That is, incontrast to the above discussed embodiment, wherein the in-situmanufacturing system 900 is moving forwardly along the transportationpath with each tube section it forms, with this embodiment 900′, thein-situ manufacturing system 56′ is located at a site for manufacture ofa number of tube sections, after which the in-situ manufacturing system56′ may be moved to a new location (e.g., downstream along the planedtransportation path) to produce the next batch of tube sections.

As shown in FIG. 9C, the moveable in-situ manufacturing system 56′includes one or more tube cranes 925 arranged thereon operable to movethe one or more tubes 14 from the moveable tube fabrication machine intoposition on the transportation path. In certain embodiments, themoveable in-situ manufacturing system 56′ also includes one or morecranes 930 arranged thereon operable to move construction suppliesand/or materials 935 from support vehicles 940 onto the tube fabricationsystem 56′. The tube fabrication system 56′ may also include a landingpad 945 configured to receive a helicopter. As shown in FIG. 9C, thetube fabrication system 56′ may also include one or more storage areasconfigured for storing tube construction materials and/or tubes underconstruction and/or one or more storage areas configured for storingpillar construction materials and/or pillars under construction. Incertain embodiments, the moveable tube fabrication is additionallyconfigured to manufacture one or more supports, pylons, and/or tubeinserts (e.g., tracks, cabling, sensors, etc.) for the transportationsystem.

In an exemplary and non-limiting embodiment, the apparatus includes amaterial bender configured to bend a tube wall material into a cylindershape, and a welder configured to weld a seam between ends of the tubewall material to form the tube. The apparatus may additionally includeone or more of: a foundry configured for manufacturing wall material;and a roller configured for rolling the tube wall material to achieve auniform wall thickness for the tube wall material.

In certain embodiments, the manufacturing the one or more transportationtubes includes forming tube sections of the transportation tube,installing one or more tracks in the tube sections; attaching the tubesections to support structures; and connecting adjacent tube sections toone another to form the transportation tube.

FIG. 10 schematically illustrates an additive tube manufacturing system1000 in accordance with another embodiment of the present disclosure. Asshown in FIG. 10, raw materials 60 (e.g., iron and carbon and otherelements, so as to produce steel or a steel composite) are combined andprocessed with one or more additives 66 (e.g., corrosion resistancematerials, protective outer layers) in a tube fabrication system 1005 toimprove the physical characteristics of the manufactured tube 14. Asshould be understood, the tube manufacturing system 1005 may beconfigured based upon the type of tube construction and types of rawmaterials 60 (e.g., to produce stainless steel titanium) and additivematerials 66, amongst other considerations. Moreover, the additivematerials 66 may be selected based upon the type of tube constructionand types of raw materials 60. In embodiments, other additive materials66 include, for example, coatings applied to the tubes.

FIGS. 11A-11D schematically illustrate additional tube and supportstructures in accordance with aspects of the present disclosure. Asshown with arrangement 1100 of FIG. 11A, tube sections 14 may beprefabricated or in-situ manufactured and assembled in a side-by-sideconfiguration on pillars 22. FIG. 11B illustrates a sectional view A-Aof the tube sections 14 in a side-by-side configuration. The tubes 14may be connected to the pillars 22 (e.g., indirectly) through avibration dampening system.

It is also contemplated that pillars 22 may be either prefabricated orin-situ manufactured and incorporate additives and/or support elements,such as dampers, reinforcement members and the like, for example, asdiscussed herein, to improve the physical characteristics of the pillars22. In the exemplary embodiment shown in FIGS. 11A and 11B, the tubes 14extend between the structural pillars 22 and are self-supportingstructures. In other words, the strength of the tubes 14 and thedistance between the pillars 22 are configured, structured and arrangedsuch that the tube 14 alone is sufficient to support the weight of tube14 (and the forces exerted on the tube 14 from a capsule passing therethrough) between the respective pillars 22 so as to prevent anysignificant deflection of the tube 14.

As shown in FIG. 11C, tube sections 14 may be prefabricated or in-situmanufactured and assembled in a side-by-side configuration on one ormore support structures 70, which extend between and are secured topillars 22. In accordance with aspects of the disclosure, supportstructure 70 is configured to receive, support and secure tube sections14 of the transportation system.

FIG. 11D illustrates a section view B-B of the tube sections 14 in aside-by-side configuration. Additionally, it is also contemplated thatpillars 22 may be either prefabricated or in-situ manufactured andincorporate additives and/or support elements such as dampers,reinforcement members and the like to improve the physicalcharacteristics of the pillars 22.

In the exemplary embodiment shown in FIGS. 11C and 11D, supportstructures 70 extending between the structural pillars 22 areself-supporting structures, and the tubes may not be self-supportingstructures (in contrast to the exemplary embodiment of FIGS. 11A and11B). In other words, the strength of the tube 14 together with thesupport structures 70 and the distance between the pillars 22 areselected, configured, structured and/or arranged such that the tube 14and the support structures 70 are sufficient to support the weight oftube 14 and support structures 70 between the respective pillars 22 soas to prevent any significant deflection of the tube 14.

It is possible that optimization of the thickness of the tube 14 towithstand the forces expected within tube 14 (e.g., caused by thecapsule as it traverses the tube 14) is not sufficient to preventundesirable downward deflection forces on tube 14, due to the weight ofthe tube 14 between pillars 22. Thus, by utilizing a support structure70, the tube 14 itself can be optimized for the forces expected withinthe tube (e.g., caused by the capsule as it traverses the tube 14),while the thickness of the support structure 70 is optimized to preventany significant deflection of the tube 14.

Tube Structures and Manufacturing

The operation of the capsule within the tubes of the transportationsystem benefits from the inner layer of the tube being configured inorder to obtain maximum performance and efficiency. One or moreembodiments of the present disclosure discussed below provide solutionsto this challenge not only for purposes of the transportation system,but also for other industry applications, including, for example, theoil and gas pipeline industry and the like. Additionally, while the tubestructures are configured for transporting the capsules, the tubes mayalso be configured for accommodating, for example, third party cableand/or wiring systems. In accordance with aspects of the disclosure, byadditionally utilizing the tubes for third party cable and/or wiringsystems, the costs for constructing and/or maintaining the tubetransportation system can be defrayed or shared. In other words, theright of way (ROW) of the transportation path may be monetized forplacement of, for example, electricity, communications wiring, and/orpipeline that can be installed in or on the tubes of the transportationsystem.

Referring now to FIGS. 12A and 12B, a further tube manufacturing processof the present invention is illustrated. It is contemplated that tube 72may include a first or inner layer 74 and one or more outer layers 76.Inner layer 74 and outer layers 76 may be manufactured from a variety ofcomposites, plastics and/or metals to satisfy the design requirements ofthe transportation system and to maximize the efficiency of travel ofthe capsule within the inner layer and the structural and environmentalrequirements of the outer layer. For example, in embodiments, the outerlayer 76 may be optimized for the ambient environmental conditions(e.g., to reduce wear from weather and/or corrosion). Additionally, inother embodiments, the outer layer 76 may be optimized to be resistantto puncture from, for example, gun shots. Furthermore, the inner layer74 may be optimized for conditions in the low-pressure environmentwithin the tube interior. Inner layer 74 and outer layer 76 may besecured in position adjacent each other through a variety of mechanicaland/or chemical joining process, including, but not limited to, adhesivebonding, metal bonding, brazing, and the like.

As shown in FIGS. 12A and 12B, tube 72 further includes one or more filllayers 78 disposed between the inner layer 74 and outer layer 76. Inembodiments of the present disclosure, the fill layer 78 may be formedof a foamed metal material or the like that maintains many of thephysical properties of the base metal materials, while increasingstrength, reducing thermal conductivity, and significantly reducing theweight of the fill layer 78 and the tube 72. It is also contemplatedthat other fiber, polymeric and composite materials may be used tocreate the fill layer 78. In accordance with aspects of the disclosure,by utilizing a fill layer 78, the wall thickness of the inner layer 74and/or the outer layer 76 may be reduced.

The material of the fill layer 78 may be a foam material (e.g., veryheavy foam, such as a metal foam, or some other suitably-stiff framematerial, such as a honeycomb or pyramidal structure) which is utilizedto provide stiffness (in contrast to, or in addition to, strength) tothe tube construction. Furthermore, the foam material may be optimizedto provide thermal and/or acoustic insulation. By forming the tube witha fill layer 78, the costs of tube manufacturing may be reduced, as theoverall thickness of the steel layers is reduced (as compared to auniform steel tube thickness of the same diameter). Moreover, byutilizing a fill layer 78 of lower weight (as compared to the othermaterials of the tube wall), such as a foam, the entire weight of thetube section may be reduced, while providing a tube having the same (orsimilar) strength and/or stiffness properties.

While the depicted exemplary embodiment illustrates three layers, inembodiments the tube construction may include more than three layers.For example, a tube may include more than one “inner” layer and/or morethan one “outer” layer. Additionally, the tube may include an additionalmiddle metal layer and an additional fill layer between the middle metallayer and either the inner wall or the outer wall, thus providing ametal-fill-metal-fill-metal laminate construction.

FIG. 13 illustrates another exemplary and non-limiting tubeconfiguration, in accordance with aspects of the present disclosure. Atube in a tensioned state is more effective in reacting to receivedloads than a tube in a compressive state. For example, a cylindricaltube is more likely to buckle when loaded in compression as compared toa tube loaded in tension. In accordance with this aspect of thedisclosure, tube 1300 includes an inner wall 80 and an outer structure82 at least partially surrounding the inner wall 80. The combination ofinner wall 80 and outer structure 82 combine to provide a net tensiontube (i.e., a tube in a tensioned state).

In one exemplary and non-limiting embodiment of the disclosure, theinner wall 80 is expanded through a loading process, such as, forexample, internal pressure to create a tensile state 84 in the innerwall 80. Next, the outer structure 82 is secured to inner wall 80 as theloading process is ended, creating a net compression state 86 in theouter structure 82. In this state, the inner wall 80 remains in tension,and thus provides a stable support surface for the outer structure 82.

In another embodiment of the present disclosure, the inner wall 80 maybe expanded through a heating process (instead of or in addition to theinternal pressure), causing the inner wall to elongate. With anexemplary embodiment, temperatures up to or exceeding 200° F. may beused during this heating process. The combined inner wall 80 and outerstructure 82 are cooled after the heating process is ended when theouter structure 82 is secured to the inner wall 80. This processprovides similar results to the mechanical loading process describedabove, such that the inner wall 80 is in tension 84 while the outerstructure 82 is in compression 86.

FIGS. 14 and 15 show alternative tube configurations for use with thetransportation system of the present disclosure. In each embodiment, asingle tube 88 replaces the side by side pair of tubes described above.As shown in FIG. 14, with this exemplary and non-limiting configuration1400, the tube 88 includes one or more compression members 90, e.g.,extending between the inner peripheries of outer wall 92 of the tube 88.In accordance with aspects of the present disclosure, compression member90 presents a restrained load 1405 that induces tension 94 in the outerwall. That is, with this structure of the tube, the tube 88 is in nettension.

In accordance with aspects of the disclosure, in this state, the inducedtension load 94 causes the outer wall 92 of tube 88 to create anequivalent pressurized stabilized structure in a net tensile state. Inembodiments, capsules (or pods) may 12 travel on each side of thecompression member 90 within the tube 88. By implementing these aspectsof the disclosure, the tube wall thickness may be decreased, thusrequiring less material and resulting in reduced costs for tubeconstruction. Additionally, by implementing a net tension tube, lessexpensive tube wall materials may be sufficient to provide the necessarystrength and/or stiffness for the tube, thus requiring less material andresulting in reduced costs for tube construction.

In accordance with additional aspects of the disclosure, FIG. 15illustrates another exemplary and non-limiting embodiment of the presentdisclosure, wherein a pair of compression members 90 induces tension onthe outer wall 92 such that, for example, four paths of travel for pods12 are created within the tube 88. In embodiments with such a four-pathconstruction, two paths may be designated for cargo capsules, and theother two paths may be designated for human (or combined human/cargo)capsules. While the pods 12 are schematically illustrated as having thesame diameter, it should be understood that the pods may be configuredhaving different sizes. For example, the pods on tracks configured forcargo may be larger in diameter than the pods designated for humanpassengers.

Alternatively, tube configurations may be the same for both land and seausage (e.g., over water or under water). That is, it is possible to usethe same tube configuration as the tube path travels over land (orunderground) and over water (or underwater). In further contemplatedembodiments, a tube path may comprise multiple tube configurations atdifferent regions of the tube path.

While many of the exemplary depicted embodiments of the tubeconfiguration are circular in cross-section, other cross-sectionalshapes (e.g., oval, rhombic, rectangular) may be used. For example,while a circular cross-sectional shape provides a tube that is inuniform compression (or, in embodiments, in tension), the tubeconfiguration may also be based (for example, at least partially) onaesthetic considerations in addition to structural or designconsiderations.

Furthermore, while many of the depicted exemplary embodiments of thetube are uniform in wall thickness, it is possible that the tube wallmay be variable in thickness. For example, in regions of the capsuletravel path subjected to higher G-forces (e.g., in turns or bends in thepath), the thickness of the tube may be increased. Alternatively, thetube wall can be thickened around the entire circumference of the tube,or the tube wall thickening may be located around only portions of thecircumference of the tube (e.g., the wall portions towards which thevehicle will be driven to due centrifugal forces acting on the vehicleas it traverses past a curve in the transportation path). Conversely, inother embodiments, the thickness of the tube may be decreased in regionsof the capsule travel path subjected to lower G-forces (e.g., instraighter portions in the path).

In accordance with additional aspects of the disclosure, the tube wallthickness may be optimized for the anticipated capsule speeds and/or toassist in controlling the capsule speeds. For example, in embodiments, atube wall thickness may be increased so that the inner diameter of thetube 14 is reduced. As the inner diameter of the tube 14 is reduced, theflow passage for air around the capsule 12 is also reduced. Inaccordance with aspects of the disclosure, by reducing the air flowpassage around the capsule 12, drag on the capsule 12 is increased, andthe capsule 12 is slowed. Tube wall thickness can also be increased sothat the inner diameter of the tube 14 is reduced in regions of thetransportation system where slowing of the capsule is desired, e.g.,approaching a station, or a significant curve or turn in thetransportation path.

In further contemplated embodiments, portions of the tube may includewindows (or at least partially translucent materials) and the capsuleitself may include windows (or at least partially translucentmaterials). By providing such windows in the tube and capsule, apassenger will be able to “see” outside of the transportation system,which may, for example reduce feelings of claustrophobia, and providepassengers a similar experience to that of traveling on a train (e.g.,of viewing the surrounding environment as the capsule traverses the tubepath). Utilizing at least partially translucent materials will, forexample, allow a passenger to at least view incoming light from outsidethe tube. Such clear or partially translucent materials may include, forexample, graphene and//or carbon reinforced materials (e.g., similar tosailboat sails). Additional alternative structures for low-pressureenvironments, which can be used in lieu of the tubes, are discussed incommonly-assigned U.S. application Ser. No. 15/008,017, entitled“Low-Pressure Environment Structures,” filed in the USPTO on even dateherewith, the content of which is expressly incorporated by referenceherein in its entirety. Any of such low-pressure environment structurescould be used instead of and/or with the tubes, and include (but are notlimited to) materials which can withstand a tensile load.

In other contemplated embodiments, the capsule may include viewingscreens (e.g., LCD or LED screens) which provide a view of the outsideenvironment as the capsule traverses the tube transportation path. Inembodiments, cameras may be utilized to acquire images (e.g., in realtime) of the outside environment, which are then projected on theviewing screens in the capsule. In other contemplated embodiments, theviewing images can be predetermined (e.g., pre-recorded), so as toproject a standard depiction of the outside environment (e.g., not areal time display) as the capsule traverses the tube transportationpath.

Levitation Systems and Method

FIGS. 16-24B schematically depict various systems and methods forlevitating a capsule 12 above a track surface 100 (which in embodiments,may be a static and/or a dynamic environment) in accordance with aspectsof the present disclosure. The capsule 12 may be levitated using a fluidbearing (e.g., a liquid or air bearing), or by magnetic levitation(e.g., using a Halbach array). Additionally, in certain embodiments, thecapsule 12 may also utilize wheels that ride on one or more tracks aloneor in conjunction with the levitation systems.

For example, as shown in FIG. 16, one or more tracks 100 are disposedwithin tube 14 that cooperate with one or more bearings 102 on capsuleor pod 12. In certain embodiments, the bearing 102 uses a thin film ofpressurized fluid (e.g., air or a liquid) flowing through the bearing102 to provide a contact-free, low friction load-bearing interfacebetween the bearing surface 102 and the track 100, such that thepressure between the faces of the bearing 102 and the track 100 issufficient to support the capsule 12. It is contemplated thatalternative levitating processes and/or structures may be used, such ashydrodynamic bearings and the like, as is shown in FIGS. 23A and 23B(discussed herein), in place of the one or more air bearings toaccomplish the same aims.

As shown in FIGS. 17-21, the present disclosure contemplates that avariety of track configurations may be implemented in connection withembodiments of the present disclosure. For example, FIG. 17 showsschematic depictions of four different track configurations that may beimplemented in connection with embodiments of the present disclosure. Inaccordance with aspects of the disclosure, the tracks may be laid in thetube 14 with corresponding air bearing(s) 102 provided on the capsule12. It should be understood that while these embodiments are depicted asutilizing air bearings, in embodiments other bearings may be utilized,for example magnetic levitation bearings or other fluid bearings (e.g.liquid bearings). It is also understood that secondary guidance tools(not shown) may also be incorporated to ensure the lateral (and/orvertical) stability of the capsule 12.

With exemplary track configuration 1700, two tracks 100 are providedextending from the tube 14 at approximately 45° angles relative tovertical, respectively. In embodiments, the tracks 100 may be weldedand/or fastened to the inner wall of the tube 14. The capsule 12 hascorresponding air (or other) bearings 102 structured and arranged tointeract with the two tracks 100. In accordance with aspects of thedisclosure, by utilizing track configuration 1700, the two tracks 100provide additional horizontal stability by providing balancinghorizontal force vectors.

With track configuration 1705, three tracks 100 are provided extendingfrom the tube 14, with one track 100 extending from beneath the capsule(as with the embodiment of FIG. 16) and a track 100 on each side of thecapsule 12 angularly offset (e.g., approximately 90°) from the track 100arranged beneath the capsule 12. The capsule 12 has three correspondingbearings 102 structured and arranged to interact with the three tracks100. In accordance with aspects of the disclosure, by utilizing trackconfiguration 1705, the two side tracks 100 provide additionalhorizontal stability for the capsule 12 by providing balancinghorizontal force vectors.

With track configuration 1710, a single track 100′ is provided extendingfrom the tube beneath the capsule (as with the embodiment of FIG. 16).In contrast to the embodiment of FIG. 16, however, with configuration1710, the single track 100′ has an approximately “U”-shaped profile. Thecapsule 12 has a corresponding “U”-shaped air bearing 102′ structuredand arranged to interact with the track 100′ having the approximately“U”-shaped profile. With this embodiment, the “U”-shaped air bearings102″ provide a cushion of air in a downward direction, and also inrightward and leftward directions, with each cushion of air interactingwith the respective sides of the “U”-shaped track 100′. In thisexemplary embodiment, the walls of the “U”-shaped profile of the track100′ additionally serve to reduce side-to-side movement so as to moreeffectively constrain the capsule 12 on the track 100′. In other words,track configuration 1710 reduces horizontal movement of the capsule 12orthogonal to the travel direction of the capsule 12 (or provideshorizontal stability).

With track configuration 1715, two tracks 100″ are provided extendingfrom the tube 14 at approximately 90° angles relative to vertical. Asshown in FIG. 17, with track configuration 1715, the two tracks 100″have “V”-shaped profiles. The capsule 12 has corresponding “V”-shapedair bearings 102″ structured and arranged to interact with the twotracks 100″. With this embodiment, each of the “V”-shaped air bearings102″ provide a cushion of air both upwardly and downwardly, with eachcushion of air interacting with the respective sides of the “V”-shapedtrack 100″. In this embodiment, the walls of the “V”-shaped profile ofthe track 100″ additionally serve to reduce up-and-down movement so asto more effectively constrain the capsule 12 on the track 100″. In otherwords, this track configuration 1715 reduces vertical movement (i.e.,provides increased vertical stability) of the capsule 12 within the tube14 by providing balancing vertical force vectors, and providesadditional horizontal stability by providing balancing horizontal forcevectors.

As shown in FIG. 18, with exemplary track configuration 1800, two tracks100 are provided extending from the tube 14 at approximately 45° anglesrelative to vertical, respectively, similar to the track configuration1700 of FIG. 17. The capsule 12 has corresponding air bearings 102structured and arranged to interact with the two tracks 100. In contrastto configuration 1700, with configuration 1800, the two tracks 100 aresupported by an A-frame support 1805. In accordance with aspects of thedisclosure, by an A-frame support 1805, the two tracks 100 are providedwith additional stability, for example, as compared to the trackconfiguration 1700 of FIG. 17.

FIGS. 19-21 illustrate other exemplary and non-limiting trackconfigurations of the present disclosure. FIG. 19 shows a trackconfiguration 1900 wherein the track 1905 is arranged on an uppersurface of the tube 14, such that the capsule 12 extends (or “hangs”)below the track 1905. As depicted in FIG. 19, the capsule 12 includes abearing 1910 (e.g., a fluid or magnetic bearing) having projections 1915that are structured and arranged to interact with correspondingprojections 1920 on the track 1905. As should be understood the bearingprojections 1915 output a force (e.g., fluid flow or magnetic force)that acts against the corresponding projections 1920 so as to levitatethe capsule.

FIG. 20 shows an exemplary and non-limiting track configuration 2000. Asshown in FIG. 20, a capsule 12 has a pair of fins 2005 (e.g., dihedralfins) extending from the capsule 12 that cooperate with correspondinginclined track surfaces 2010 to improve lateral stability of the capsule12 by providing balancing horizontal force vectors.

FIGS. 21A and 21B illustrate an exemplary track configuration 2100wherein the schematically depicted capsule 12 is suspended from a movingcable 2105 or the like. In embodiments, the cable may be pulled bymotors at the end of the capsule. Alternatively, a magnetic drive withmagnets placed periodically through the tow cable 2105 may be used topropel the capsule 12. Additionally, in accordance with further aspectsof the disclosure, a flat section 2110 in the tube attachment point hookmay include hydrodynamic bearings to be utilized along the entiresurface.

Track Switching

While the exemplary embodiments have been described as traveling, forexample, from point A to point B, the disclosure contemplates thathaving single tubes between destinations will rapidly increase systemcost and create bottle necks at major transportation hubs. Additionally,it may be difficult to change routes using air bearings that utilize acircular hull to ride on. Thus, there is a need for an effectivetechnique to switch between different routes within the transportationsystem.

With embodiments of the present disclosure, as shown in exemplary FIGS.22A-22C, route switching capabilities mid-route will greatly increasetravel times, decrease “lay-overs” and add to increase system levelefficiency. In embodiments, the pod may ride on two railssimultaneously, wherein each rail eventually veers away from the otherin the turn. In accordance with aspects of the disclosure, the correct(e.g., desired path) rail stays in place, while the alternative routerail is evacuated from use by actuation (e.g., lowered from the travelpath) so as not to impact the vehicle travel, such that only the correctrail (i.e., directing the capsule down the desired path) remains. Whilenot illustrated in the schematic depictions of FIGS. 22A-22C, it shouldbe understood that appropriate controllers (e.g., located in the tubeand in communication with a central command and/or individual capsules)may be utilized to actuate the track switching systems as the respectivecapsules traverse the tube transportation system. Additionally, whilenot depicted in FIGS. 22A-22C, one or more sensors (e.g., optical orpositional sensors) may be utilized to detect a current position of thepath switching structures and provide feedback to the control systems(e.g., comprising one or more computer processors) so as to assist inproperly positioning the path switching structures for the desireddownstream path.

In embodiments, the presently disclosed track switching systems may bedesigned for optimal loading scenarios on the capsule. In accordancewith aspects of the disclosure, by designing the track switching systemsfor optimal loading scenarios on the capsule, the switching time can begreatly decreased.

In further embodiments, for example as schematically depicted in FIG.22A, a path switching configuration 2200 includes a skid 2205 having tworail sections 2210, 2215 for directing the capsule (not shown) down oneof two alternative paths 2240, 2245, respectively. In accordance withaspects of the disclosure, the skid 2205 is actuatable (e.g.,hydraulically, pneumatically, or using a servo motor) back and forth indirection 2235 to move the desired rail section (i.e., either railsection 2210 or rail section 2215) to align with the upstream track2220, so as to direct the capsule down the desired path. For example, asdepicted in FIG. 22A, the skid 2205 is currently positioned to alignupstream track section 2220 with downstream track section 2225 to send acapsule down path 2240. In accordance with aspects of the disclosure,through actuation of the skid 2205 to the left, the upstream tracksection 2220 may be aligned with downstream track section 2230 to send acapsule down path 2245.

Additionally, as shown in the exemplary depiction of a switching systemof FIG. 22B, with path switching configuration 2250, a large wall or aflapper door 2255, which is structured and arranged to match the contourof the tube 14, can be pivoted (e.g., using a motor and controller) ineither direction 2265 around pivot 2260 so as to direct the capsule (notshown) to the correct (e.g., desired) tube path direction (i.e., 2240 or2245). For example, as depicted in FIG. 22B, the flapper door 2255 iscurrently positioned to connect upstream tube section 2265 withdownstream tube path 2245 so as to send a capsule (not shown) down path2245. In accordance with aspects of the disclosure, through actuation ofthe flapper door 2255 in a counterclockwise rotation, the upstream tubesection 2270 may be connected with downstream tube path 2240 so as tosend a capsule (not shown) down path 2240.

In accordance with aspects of the disclosure, utilizing these moveablewalls allows for the use of air bearings and maintains the integrity ofthe inner hull of the tube for the pod to ride on. Moreover, should theflapper door fail to properly actuate, the capsule can still travel downthe incorrect path (e.g., the non-desired path). In embodiments, shouldthe flapper door 2255 fail to actuate properly, such that the flapperdoor 2255 is in a position preventing passage down either path, one ormore sensors (not shown) may detect the improper position, and halt (orslow) an approaching capsule until the flapper door 2255 is properlypositioned.

While FIG. 22B is described with the capsule traveling in direction 2272towards the diverging paths, it should be understood that the pathswitching configuration 2250 may be used for a capsule traveling in adirection opposite to direction 2272. That is, in addition to utilizingpath switching configuration 2250 at diverging passages, the disclosurecontemplates using such structures along points in the transportationpath where two passages converge into a single passage.

FIG. 22C schematically illustrates a further exemplary and non-limitingembodiment in which the capsule 12 is levitated by fluid (e.g., air)bearings. In accordance with aspects of the disclosure, the directionalpath of the capsule 14 may be controlled by “pulling” the capsule 14towards the desired downstream path, wherein one of the side tracks maybe actuated out of the path of the capsule, so as to not impact the pathof the capsule, while the opposite side track and the bottom track“steer” the capsule towards the desired downstream path.

For example, the capsule may utilize three air bearings 102 andcorresponding tracks 100, for example, as depicted in configuration 1705of FIG. 17. As a divergent path is approached, as shown in the exemplarydepiction of FIG. 22C, the two side tracks may transition to actuatabletracks 2285. The actuatable tracks 2285 can be moveable in a horizontaldirection to selectively position one of the tracks 2285 beyond aninteraction range of the corresponding air bearing 102, depending onwhich alternative direction (e.g., path 2240 or path 2245) is desired.As an example, as shown in FIG. 22C, the left-side actuatable track 2285has been moved leftward so that it is beyond an interaction range of thecorresponding left-side air bearing 102. The capsule 12, whilecontinuing to be levitated by track 100, is then “pulled” by theright-side actuatable track 2285 to direct the capsule down path 2240(and away from path 2245). Upon traversing the path switching region,and continuing travel down path 2240, the right-side actuatable track2285 transitions back to a right-side track 100 (i.e., a non-actuatabletrack) and the right side air bearing 102 interacts with the right-sidetrack 100. Additionally, the left-side air bearing 102 interacts with aleft side track (not shown) of the tube of path 2240.

As shown in the embodiment/schematic depiction of FIG. 22C, theactuatable tracks 2285 include side portions 2290 and overhang portions2295. The side portions 2290 and overhang portions 2295 are structuredand arranged to assist in “pulling” the capsule 12 towards the selectedpath (e.g., 2240 or 2245). In certain embodiments, the side air bearings102 may be operable to eject an air bearing fluid out from the sideportions and the top portions of the air bearing 102 (i.e. towards thecapsule 12) so as to interact with the side portions 2290 and overhangportions 2295 of the actuatable track 2285 as the actuatable track 2285“pulls” the capsule 12 down the selected downstream path 2240.Additionally, in certain embodiments, the left-side air bearing mayinteract with the overhang portions 2295 at least for a portion of thetravel through the switching region to help “push” the capsule towardsselected downstream path 2240. In embodiments, the air bearing 102 thatis not being used during the path switching transition (e.g., theleft-side bearing with the path selection as depicted in FIG. 22C) maybe configured to turn off (or reduce) fluid flow during the pathswitching transition.

As should be understood, should it be desired to send the capsule 12along downstream path 2245, the right-side actuatable track 2285 wouldbe moved beyond an interaction region of the right-side bearing 102, andthe left-side actuatable track 2285 would be moved into an interactionregion of the left-side bearing 102. As shown in FIG. 22C, theactuatable tracks 2285 may be moveable into and out of the path of theair bearings 102 of the capsule 12, for example, via a pneumatic or ahydraulic actuator 2297.

In accordance with further aspects of the disclosure, a trackconfiguration may change along a path of travel, for example, for“turning” the capsule when a track diverges into two separate paths. Forexample, in embodiments, the tubes may include one or more tracks havingdifferent functions, such as moving the capsule to different routes bythe combination of a top and bottom track. In one exemplary andnon-limiting embodiment, if a top track is used as a primary mode ofcapsule movement, when a switching region (or switching station) isencountered, a bottom track may be provided for a portion of the capsulemovement, which supports the weight of the capsule while the top trackis switched to the appropriate track to follow. In further embodiments,it is also contemplated that rotary bearings (e.g., wheels) may be used(with or without air injection) to provide lift or support for thecapsule to accomplish the same aims.

FIG. 23A schematically illustrates an exemplary track configuration 2200utilizing a fluid (e.g., liquid) bearing 2205 in accordance with furtheraspects of the present disclosure. In contrast to the air bearingsdescribed herein, the fluid bearing 2205 is operable to inject a layerof fluid (e.g., liquid) so as to levitate the capsule. As shown in FIG.23A, the fluid bearing 2205 is operable to eject (e.g., through one ormore nozzles) a layer of fluid 2210 (e.g., viscous, highlyincompressible fluid or less compressible liquid) into a region betweenthe fluid bearing 2205 and the track 100. In accordance with aspects ofthe disclosure, the layer of fluid 2210 is operable to support theweight of the fluid bearing 2205 and the capsule 12 thereon so as toreduce friction between the track 100 and the capsule 12 moving alongthe track 100.

FIG. 23B illustrates another exemplary fluid (e.g., liquid) bearingconfiguration 2300 for use with the transportation system in accordancewith aspects of the present disclosure. As schematically illustrated inFIG. 23B, a dynamic fluid bearing 2305 acts to provide lift from thesurface of the track 100 as the fluid network 2310 is created by themotion of the capsule in the travel direction 2315. In accordance withaspects of the disclosure, the angled nature of the bearing 2305 (asschematically depicted) causes a rise in pressure from viscous forcetransformation. After leaving the end of the bearing 2305, the fluid{dot over (m)}_(lift) can either vent out of the back 2320 of thebearing ({dot over (m)}_(out)) or be recirculated back through thebearing ({dot over (m)}_(recycle)), each with its own respectivepressure losses. Introducing a high flow restriction (e.g., a taperedfluid path) at the back 2320 of the bearing reduces the fluid lost(e.g., {dot over (m)}_(out)). Additionally, as shown in FIG. 23B,additional bearing fluid ({dot over (m)}_(in)) may be input into thebearing fluid flow 2310 through fluid input 2325 (e.g., pumped from abearing fluid storage) to compensate for bearing fluid lost ({dot over(m)}_(out)) out the back side of the fluid bearing 2305. In accordancewith further aspects of the disclosure, fluid lost by an upstreambearing can be picked up by similar bearings downstream as {dot over(m)}_(upstream) (which is shown in dashed line, as this flow is notpresent for the front-most bearing), allowing the capsule to move downthe track depositing fluid while collecting its own previously usedfluid with downstream bearings. This reuptake of bearing fluid bydownstream bearings may be utilized, for example, when the high flowrestriction configuration is used in a series of fluid bearings.

FIGS. 24A and 24B illustrate further aspects of embodiments of thetransportation system of the present disclosure. In system 2400, thecapsule 12 includes a number of support bearings 2405 on the outer(e.g., lower) surface of the capsule 12. In accordance with embodimentsof the disclosure, each of the support bearings 2405 includes anindependent suspension 2410 (e.g., comprising shocks, springs, hydraulicand/or pneumatic cylinders) that can adjust to protuberances 2415 in thetube or track 2425 during travel while maintaining a steady travelspeed. As should be understood, the size of the protuberance 2415 isexaggerated so as to illustrate aspects of the disclosure.

In accordance with aspects of the disclosure, as the capsule 12continues moving in the travel direction 2420, as schematically depictedin FIG. 24B, the capsule encounters the protuberance 2415. As shown inFIG. 24B, the independent suspensions 2410 of each of the supportbearings 2405 is operable to move (e.g., upwardly and downwardly) viathe independent suspensions 2410, so as to adjust the height of therespective bearings 2405 to smoothly travel past the protuberance 2415.

FIG. 25A schematically illustrates an exemplary and non-limiting capsule12 having a plurality of bearings 2505 in accordance with aspects of thedisclosure. The bearings 2505 and independent suspensions 2410 may beattached to the capsule 12 via welding and/or with fasteners. FIG. 25Billustrates an exemplary and non-limiting control system 2500 forsubsequently increasing or decreasing respective flow rates and bearingangle (or ski angle) to the surrounding bearings to adjust the capsuletravel path, for example, in light of an encountered protuberance.

As shown in FIG. 25B, a controller 2510 is operable to receive a desiredgap signal (e.g., indicating a desired gap between the bearing and thetrack) and send a control signal for controlling a ski angle of thebearing to an active ski angle control 2515. The active ski anglecontrol 2515 also receives a ski angle feedforward signal from anupstream bearing via a feedforward control 2520. The active ski anglecontrol 2515 is operable to utilize the control signal for controlling aski angle and the ski angle feedforward signal from an upstream bearingto determine a ski angle control signal for the controlled air bearing,which is sent to the air bearing 2505. In a similar manner, thecontroller 2510 is operable to send a control signal for controlling aflow rate to an active valve control 2525. The active valve control 2525also receives a flow rate feedforward signal from an upstream bearingvia the feedforward control 2520. The active valve control 2525 isoperable to utilize the control signal for controlling flow rate and theflow rate feedforward signal from the upstream bearing to determine aflow rate control signal for the controlled air bearing, which is sentto the air bearing 2505.

As shown in FIG. 25B, a gap between the bearing and the track isdetected by a proximity sensor 2530, e.g., in real time, and a gapsignal is fed back to the controller 2510 so as to assist in controllingthe actual gap, e.g., in real time. In accordance with further aspectsof the disclosure, the gap signal and the desired gap signal are alsosent to a disturbance estimator 2535, which is operable to utilize theactual measured gap and desired gap of the currently controlled bearing(e.g., how a protuberance impacted the currently controlled bearing) soas to determine an estimated disturbance to a downstream bearing of thecapsule 12 (e.g., the immediately downstream bearing).

As shown in FIG. 25B, the disturbance estimator 2535 is operable to senda feedforward signal to a downstream bearing. As should be understood,this feedforward signal to a downstream bearing then is used as theinputted feedforward signal for a control system 2500 for a downstreambearing. Additionally, as should be understood, the controller for themost forward bearing 2505′ for the capsule may not include a feedforwardsignal, as there is no upstream bearing relative to the most forwardbearing 2505′ from which to receive a feedforward signal. Likewise, thecontroller for the most rearward bearing 2505″ may not be configured tosend a signal to a downstream bearing, as there is no downstream bearingrelative to the most rearward bearing 2505″ of the capsule 12.

By implementing these aspects of the disclosure, for example, anupstream bearing is operable to react to a tube protuberance (e.g., abump, a drop or a gap in the track or tube), and the control loop isoperable to signal to other downstream bearings to increase or decreasefluid flow rate (and, in embodiments, a bearing (or ski) angle),accordingly, so as to provide a smoother ride over the protuberance.

In embodiments of the present disclosure, it is contemplated thatlevitation is accomplished utilizing a phase change of a fluid in thegap between the fixed surface of the track or tube and a surface of thecapsule. In accordance with aspects of the disclosure, the act of phasechange causes pressure to build between the surfaces of the track andbearing, causing lift. For example, in certain embodiments, a subcooledliquid can be placed into the surface gap, such that the surroundingenergy causes vaporization of the subcooled liquid. In certainembodiments, the fixed surface (or track) and/or the vehicle surface (orbearing) can be heated to cause phase change.

FIG. 26 schematically depicts another bearing configuration 2600 inaccordance with aspects of the present disclosure. In this embodiment,fluid or air 2605 under high pressure is burped or allowed to flow intoan area 2610 (e.g., using one or more nozzles) between the fixed surface2615 of the track or tube and an adjacent surface 2620 of the capsule.In accordance with aspects of the disclosure, this high pressure releasewill fill the space 2610 between the two surfaces, causing the capsuleto levitate. It is also understood that, if the tube environment isevacuated (e.g., to create a low-pressure environment), ambient pressurecould be released between the surfaces 2615, 2620 to accomplish the sameaim, as the ambient pressure is relatively high compared to thelow-pressure environment.

FIG. 27 schematically depicts an exemplary and non-limiting embodimentof a track configuration 2700 in accordance with additional aspects ofthe disclosure. As shown in FIG. 27, with this track configuration, thepair of tracks 2705 is supported within the tube 14 but is connected tothe inner periphery of the tube 14 only at discrete locations (notshown) with supports that may be welded and/or fastened to the innerperiphery of the tube 14. Thus, as depicted in FIG. 27, whichschematically illustrates a cross-sectional view of the tube at asection where the tracks are not discretely supported, the pair oftracks 2705 is depicted at a distance from the tube 14.

In accordance with aspects of the disclosure, the capsule may bepropelled (e.g., accelerated and/or decelerated) using linear motors(e.g., LSMs and/or LIMs), having, for example, stator segments arrangedalong discrete portions of the tube path, that interact with a rotor (orrotors) arranged on the capsule. In embodiments, both the rotor and thestators are arranged within the low pressure environment of the tube. Inother contemplated embodiments, the stators or the rotor may be arrangedoutside of the low-pressure environment.

FIG. 28A illustrates an exemplary and non-limiting embodiment of alinear synchronous motor capsule propulsion system 2800, wherein thecapsule 12 includes a rotor 2805 interacting with stators 2810 arrangedwithin the low pressure environment 2815 of the tube 14.

FIG. 28B illustrates an exemplary and non-limiting depiction 2850 of arotor 2805 comprising magnets 2815 (e.g., permanent and/orelectromagnets) interacting with the coils 2820 of a stator 2810arranged within the low pressure environment of the tube. In oneexemplary and non-limiting embodiment, spacing 2825 between the magnets2815 and the coils 2820 may be approximately one inch. In furthercontemplated embodiments, the spacing 2825 may be less than one inch.

FIG. 28C illustrates an exemplary and non-limiting arrangement 2875 of arotor 2805 comprising magnets 2815 (e.g., permanent and/orelectromagnets) interacting with the coils 2820 of a stator 2810arranged within the low pressure environment of the tube. As should beunderstood, the rotor 2805 is attached to a capsule (not shown). Thestator 2810 is arranged for example, on or in a track (not shown) withinthe low pressure environment of the tube.

FIG. 29 shows an exemplary and non-limiting embodiment of a trackconfiguration 2900 in accordance with additional aspects of thedisclosure. With this exemplary embodiment, tube-side electromagneticelements 2905 (e.g., stator elements) are arranged outside thelow-pressure tube environment 2915, and the electromagnetic motive forceis applied through the tube wall. For example, as shown in FIG. 29, atleast one propulsion element 2905 (e.g., stator element) is disposedadjacent to the outer surface of tube 14. In the context of the presentdisclosure, a tube propulsion element should be understood as an elementof the propulsion system located on or in the tube, and a pod propulsionelement should be understood as an element of the propulsion systemlocated on or in the capsule (or pod).

In the embodiment shown in FIG. 29, a pair of tube propulsion elements2905 (e.g., stator elements) is provided on a bottom portion of theouter surface of tube 14. In embodiments, the tube propulsion elements2905 may be fastened and/or welded to the outer surface of tube 14. Acapsule (or pod) 12 is disposed within the low-pressure environment 2915within the tube 14, and includes one or more pod propulsion elements2910 (e.g., rotors). Pod propulsion elements 2910 are in electricalcommunication with tube propulsion elements 2805 such thatelectromagnetic force from the tube propulsion elements 2905 (e.g.,stators) causes pod elements 2910 (e.g., rotors) to move the pod 12through the tube 14 following the direction of the force.

By implementing these aspects of the disclosure, that is, by locatingtube propulsion elements 2905 (e.g., stators) on an exterior of the tube14, access to these elements may be much easier, thus improvingserviceability of elements (e.g., power or propulsion systems) of thetransportation system. Additionally, by implementing these aspects ofthe disclosure, construction of the tube and/or the tube propulsionelements may be simplified and costs may be reduced. Furthermore, inaccordance with aspects of the disclosure, by locating tube propulsionelements on an exterior of tube 14, dissipation of thermal energy can beimproved. The tube propulsion elements 2905 (e.g., stators) may generatelarge amounts of heat. In accordance with aspects of the disclosure, bylocating tube propulsion elements 2905 (e.g., stators) on an exterior ofthe tube 14, for example, as shown in FIG. 29, the thermal energy is notreleased within the low-pressure environment of the tube 14, and thedissipation of the thermal energy can be improved.

In accordance with additional aspects of embodiments of the disclosure,by locating tube propulsion elements 2905 (e.g., stators) on an exteriorof the tube 14, the location of the coils of the stators may beoptimized (e.g., initially arranged and/or repositioned) afterconstruction and/or placement of the tubes. For example, tube propulsionelements 2905 may be disconnected from a current position (e.g., byremoving fasteners and/or welds) and repositioned in a new location.Repositioning of the tube propulsion elements 2905 may be undertaken,for example, if it is determined that a current location of the tubepropulsion elements 2905 does not achieve the desired capsule velocityin a particular region of the tube. Additionally, by locating tubepropulsion elements 2905 (e.g., stators) on an exterior of the tube 14,the placement of the stators may be adjusted or the numbers of statorssupplemented to adjust for changing propulsion needs or conditions.

When the tube propulsion elements 2905 (e.g., stators) are located on anexterior of the tube 14, these tube propulsion elements 2905 are nolonger within the low-pressure environment 2915 of the tube. As such, inaccordance with additional aspects of the disclosure, by arranging atleast some of the propulsion elements, e.g., the tube propulsionelements 2905, outside of the low-pressure environment 2915, whileelements (e.g., pod elements 2910) within the low-pressure environment2915 may need to be designed to properly function in the low-pressureenvironment, tube propulsion elements 2905 (e.g., stators) can beoptimized for the ambient environment, which may reduce costs.

FIGS. 30A-30D schematically depict views of an embodiment of the presentdisclosure, in which the stator is arranged on the tube track on astator track over which the stator can travel when providing a motiveforce to a passing capsule, in accordance with aspects of thedisclosure. For example, as shown in FIG. 30A, in position 3000, acapsule 12 is traveling in a tube 14 in the indicated direction. Astator 3005 is arranged on a stator track 3010 attached to the tube 14.As the capsule 12 passes over the stator 3005, the rotor (not shown) ofthe capsule 12 interacts with the stator 3005 to propel the capsule 12.In accordance with aspects of the disclosure, as shown in FIG. 30B, asthe capsule 12 continues to travel over the stator 3005 in position3000′, the stator 3005 is operable to move in (or on) the stator track3010, e.g., using a motor, in the indicated direction, so as to travelwith the capsule 12. As shown in FIG. 30C, as the capsule 12 continuesto travel over the stator 3005 in position 3000″, the stator 3005continues to move in (or on) the stator track 3010 in the indicateddirection, so as to continue to travel with (at least partially) thecapsule 12. As shown in FIG. 30D, as the capsule 12 continues to travelover the stator 3005 in position 3000′″, the stator 3005 moves in (oron) the stator track 3010 to a final position, after which the stator3005 no longer travels with the capsule 12.

In accordance with aspects of the disclosure, by providing a movingstator, the distance-range over which a stator section is operable maybe increased. For example, while it should be understood that theschematic depiction of FIGS. 30A-30D are not to scale, by arranging thestator 3005 to be movable on a stator track 3010, the effective range ofthe stator is increased from the length of the stator 3005 toapproximately the length of the stator track 3010. After the position ofFIG. 30D, the stator 3005 is operable to move back to its initialposition in the stator track 3010 (for example, as shown in FIG. 30A).

FIGS. 31A and 31B schematically depict views of an exemplary trackengagement arrangement 3100 in accordance with embodiments of thepresent disclosure. As should be understood, the schematic illustrationsof FIGS. 31A and 31B may only illustrate one side of the capsule, forexample, if the capsule is configured to “ride” on two tracks. As shownin FIG. 31A, a levitation system 3105 (e.g., a Halbach array) is used tolevitate the capsule (not shown) over the track 3130 arranged within atube 3150. As shown in FIG. 31A, the track engagement arrangement 3100also includes wheels 3110 structured and arranged for riding on thetrack 3135 when in the engagement position (as shown in FIG. 31B). Inthe position illustrated in FIG. 31A, the track engagement arrangement3100 is suspended above the track 3130 utilizing the levitation system3105 (e.g., a Halbach array). As shown in the position of FIG. 31A, thelevitation system 3105 of the track engagement arrangement 3100 issuspended (or levitated) above the track 3130 by a distance 3115, whichis sufficient large so as to provide a clearance 3120 between the wheels3110 and the track, so that the wheels 3110 do not contact the track3130.

As shown in the position of FIG. 31B, should the levitation system 3105fail or be deactivated, for example, such that the levitation system3105 does not levitate the capsule, the capsule will lower toward thetrack 3130, such that the wheels 3110 engage the track 3130, inaccordance with aspects of the disclosure. As shown in FIG. 31B, when inthe track engagement position, the wheels 3110 are structured andarranged to provide sufficient clearance 3125 for the levitation system3105, so that the levitation system 3105 does not impact the track 3130.By utilizing the exemplary track engagement arrangement 3100, thecapsule is provided with back-up or redundant capsule moving systems,should one fail to operate properly, for example. As shown in FIGS. 31Aand 31B, the different sides of the track 3130 may be optimized for theparticular capsule movement arrangement to be engaged with the tracksections. For example, with the exemplary depiction of FIGS. 31A and31B, section 3135 of the track 3130 may be optimized (e.g., made with aharder material or provided with a lubricant) for contact with thewheels 3110 of the capsule, whereas track section 3140 of the track 3130may be optimized (e.g., made with a less expensive material) forinteraction with the levitation system 3105 of the capsule.

As discussed above, embodiments of the present disclosure may utilizewheels on the capsule. In embodiments, the wheels may be structured andarranged in a “deployed” position, while being selectively spaceable (ordistanced) from the track surface (e.g., due to operation of alevitation system). In additional contemplated embodiments, the wheelsmay be structured and arranged for occasional and/or temporarydeployment, for example, from a recessed position.

Temperature Controlled Rail System

Additional aspects of the present disclosure are directed to atemperature controlled rail system. Rail systems for capsules travelingat the designed speeds may involve high thermal loads. Thus, aspects ofthe disclosure are directed to rail systems and train rail alignmentmethods, e.g., to a rail structured and arranged to accommodate forthermal expansion by using temperature controlled steel and/orthermo-electrics, for example, arranged within the track structure.

In certain embodiments, as schematically depicted in FIG. 32, atemperature controlled rail system 3200 is operable to either cool orheat a track system 3205 located inside the tube structure. That is, thetemperature controlled rail system 3200 may be operable to cool thetrack when cooling is necessary, and alternatively, heat the track whenheating is necessary. In accordance with aspects of the disclosure, thesystem is structured and arranged to allow for thermal energy to beinput or extracted from the track (e.g., stator track) into or from thesafety rails (e.g., used in emergency situations involving wheels on thecapsule) and/or laminate propulsion or levitation track structures. Asdepicted in FIG. 32, in embodiments, this may be accomplished, forexample, by electrical input or by an HVAC type system arranged througha center of the rail.

In accordance with certain embodiments, it is important to ensure thateach component inside the tube expands the same distance and magnitudeto thus ensure alignment of all components. In an exemplary embodiment,the tube and track structure may be configured as a multi-layered tubehaving different components (e.g., steel tube, high precision track,concrete foundation, etc.), all of which may have their own intrinsicthermal expansion coefficient. As a result, different structuralcomponents may expand at varying degrees (with some structuralcomponents expanding drastically more than others). Expansion offsetscan be extremely detrimental to the functionality of the transportationsystem, increasing the possibility of derailment and other criticalfailure events.

While railroads combat this issue by having gaps in the track to allowfor thermal expansion, that solution does not suitably work in thepresent transportation system, as the gaps in the track may introduce adetrimental impulse/shock to the pod as it travels over such a gap.While buckling of a rail may not be a main issue, it is very importantto take into account, as is dealing with problems resulting from thesteel outer hull of the track being more than likely to expand much moredrastically than the safety rails or a laminate propulsion or levitationstructure.

Active Track Alignment System

Further aspects of the present disclosure are directed to an activetrack alignment system for the transportation system. Trackmisalignment, even on small scales, could be detrimental to thetransportation system having capsules traveling at high speeds. Forexample, the effects of small deviations in the track would potentiallybe amplified by pods (or capsule) when encountered at high speeds.

In accordance with aspects of the disclosure, a track position detectionsystem is configured to measure the deflection and/or deviation of thetrack, and a track adjustment system is operable to make deflectionand/or deviation adjustments to the track in real-time. The trackposition detection system is configured to measure the deviations fromtrue alignment, which can be caused by various reasons. In accordancewith aspects of the disclosure, measurement readings could be taken,manipulated and processed using a control circuit and/or computerprocessor configured to calculate (e.g., quantify) how far the railswould have to be moved back into place.

The track adjustment system can comprise servo-mechanical systemsstructured and arranged to move the track back to alignment inaccordance with the acquired data (e.g., in real time). In certainembodiments, the actuators may be structured and arranged to push andpull the rails laterally and/or lift and retract the rail vertically, asnecessary, for example, to move the rails into proper position.

In certain embodiments, the active track alignment system may be locatedin the tube transportation system at points of relatively higher needfor such adjustments, e.g., regions of higher seismic activity, regionsof higher thermal activity, in proximity to track switching locations,along regions of the path subjected to higher G-forces, and/or otherforces.

By implementing aspects of the present disclosure, track misalignmentcan be reduced or eliminated in a real time manner to ensure properalignment of the rail(s) of the transportation system.

Rotating Pod Re-Orientating Skid

Additional aspects of the present disclosure are directed to a rotatingpod re-orientating skid, e.g., a turntable. Slow pod turnover (e.g., theemptying of a pod or capsule in preparation for the pod's next trip) canproduce a series of issues, such as but not limited to, decreasedoperating frequency, minimized profits, and wasted system energyexpenditures. In accordance with aspects of the disclosure, a skid isstructured and arranged to support a pod as it comes off of levitationrails, e.g., upon reaching location B from location A. The skid rapidlyre-orientates a pod for the opposite tube (e.g., tube configured and/ordesignated for travel from location B to location A), for example, bylaterally translating and rotating the pod (or capsule) on a central,vertical axis all while simultaneously loading it into the oppositetube. By implementing aspects of the disclosure, tube turnaround timesmay be significantly reduced.

In accordance with aspects of the disclosure, the pod can be rapidlyprepped for reuse. In one embodiment, for example, as depicted in FIG.33, a pod reorientation system 3300 having a rotating capsulere-orientating skid 3305 may be structured and arranged to autonomouslyload and turn around the capsule(s) 12 without, for example, taking thecapsules 12 to an additional storage bay for receiving and shipping. Therotating capsule re-orientating skid 3305 includes a suitable motor,positional sensors, and controls to actuate and control the rotation. Asshown in FIG. 33, for example, once the capsule 12 has been unloaded(wherein the cargo containers are loaded on an elevator for transportingthem to the surface) and after new cargo containers may be loaded ontothe capsule 12 from the elevator, the capsule 12 is advanced to therotating capsule re-orientating skid 3305. The rotating capsulere-orientating skid 3305 is operable to rotate the capsule approximately180°, so as to reorient the capsule 12 for placement in the tube forresending the capsule 12 (e.g., back to where the capsule originatedfrom).

Rotating Pod Loading/Unloading System

Further aspects of the present disclosure are directed to arevolver-styled, rotating pod loading/unloading system. As noted above,slow pod turnover (e.g., the emptying of a pod or capsule in preparationfor the pod's next trip) can produce a series of issues, such as but notlimited to, decreased operating frequency (e.g., decreased outgoing podfrequency), minimized profits, and wasted system energy expenditures.

In accordance with aspects of the disclosure, as schematically depictedin FIG. 34, with a rotating pod loading/unloading system 3400, a large“wheel” pod support structure rotates, lifting recently prepared pods upto outgoing tube, while simultaneously receiving incoming pods andextracting cargo. The rotating pod loading/unloading system 3400includes a suitable motor, positional sensors, and controls to actuateand control the rotation.

In such system, a pod (or capsule) can be rapidly prepped for reuse. Therotating capsule loading/unloading system is operable to autonomouslyload and unload cargo from the capsules, and place the capsules inoutgoing/incoming tubes. By implementing such a system, a need formultiple tube entrances may be reduced.

Further aspects of the present disclosure are directed to a system ofmechanized cargo conveyor belts for rapid pod resupply. Crane-basedcargo loading can be slow which will in turn create longer turnaroundtime and pod prep time, which can lower profit margins. In accordancewith aspects of the present disclosure, a conveyor belt systemfacilitates the cargo preparation and loading procedures from start(e.g., receiving cargo) to finish (sending outgoing pods) and viceversa. In embodiments, as schematically depicted in FIG. 35, a belt 3500is structured and arranged to queue and ready containers and rapidlydrops them into passing capsules.

By implementing aspects of the present disclosure, loading the capsulesusing queued cargo containers on a belt can drastically decrease loadtimes of the capsule, and thus increase outgoing pod frequency, andefficiency of the overall system.

Emergency/Maintenance Personnel Transportation Vehicle

Additional aspects of the present disclosure are directed to a personneltransportation vehicle to be utilized, for example, in emergencies ormaintenance. In accordance with aspects of the disclosure, thetransportation tube crosses vast swaths of land. As such, maintainingmaintenance/emergency stations over a given (e.g., relatively short)distance may not be economically feasible. The farther away thesemaintenance/emergency stations are from each other, the slower theresponse time may be to emergencies.

In accordance with aspects of the disclosure, a safety vehicle isoperable to ride the levitation rail, for example, for rapid travel topoints of interest in tube. The vehicle may be used to carry, forexample, maintenance gear, emergency supplies and/or personnel to aparticular site within the tube. Such vehicle may be a pod that isconfigured to carry emergency/maintenance personnel and/or equipmentinstead of passengers or cargo. The emergency/maintenance personneltransportation vehicle may be arranged in one or more pre-determinedlocations along the tube (e.g., in auxiliary tube branches dedicated foraccommodating and launching the emergency/maintenance personaltransportation vehicle), such that it may be deployed from the closestlaunching branch when an emergency or maintenance issue arises.

In embodiments, the personal vehicles may utilize magnetic levitation(e.g., Halbach array) and/or alternative propulsion systems (e.g.,auxiliary on-board propulsion systems). By implementing aspects of thedisclosure, the vehicle would greatly increase response times, forexample, to emergencies and quickly transport personnel to maintenancehot spots via the tube.

Movable, Tube Based, Circular/Saddle-Like Scaffolding Used in TubeMaintenance/Construction

In the context of the transportation system described herein, furtheraspects of the present disclosure are directed to a movable, tube based,circular/saddle-like scaffolding, for example, for use in tubemaintenance and/or construction environment. FIG. 36 depicts anexemplary embodiment of a scaffolding system 3600 in accordance with anaspect of the disclosure. The curvature of tube 14 may provide adifficult surface to work on, which may present safety issues, such asworkers falling off, or having to work on tube underbelly.

In accordance with aspects of the disclosure, as schematically depictedin FIG. 36, a circular or saddle-like scaffolding 3600 can be placed ontop of such a tube 14. This structure is able to support workers asthey, for example, conduct repair and/or maintenance work on tube 14.

In embodiments, scaffolding system 3600 may be air-lifted, e.g., viaconnection 3615, and placed directly on tube 14 and fastened thereto,thus providing an instant platform that could be used in a variety ofapplications, such as maintenance or rescue operations, for example. Thescaffolding system 3600 may be attached to the tube, for example, usingfabric or metal webbing wrapped and fastened around the tube and/or withfasteners or temporary welds. When tubes 14 are located on the groundany repairs may be easier to carry out. If the transportation tube 14 issuspended high off the ground, however, embodiments of the presentdisclosure may assist in positioning workers around the tube 14, whileproviding one or more stable and flat working surfaces 3605. Inembodiments, the mobile scaffolding 3600 may also include barriers 3610to provide protection from the elements (e.g., wind and precipitation).In further embodiments, the mobile scaffolding 3600 may be structuredand arranged as a gas enclosure, so as to maintain an operating pressurein the tube 14 while it is accessed to receive maintenance.

Passive Electromagnetic Braking

Aspects of the present disclosure relate to a braking system for highspeed vehicles (e.g., capsules), and more specifically to a system thatuses electromagnetic drag to slow a vehicle. As discussed herein, a highspeed, high efficiency transportation system utilizes a low-pressureenvironment in order to reduce drag on a vehicle at high operatingspeeds, thus providing the dual benefit of allowing greater speedpotential and lowering the energy costs associated with overcoming dragforces. These systems use a near vacuum (or low-pressure environment)within a tubular structure. These systems may utilize any number ofacceleration systems to achieve the high speed allowed, including linearmotors, e.g., linear synchronous motors (LSM) and/or linear inductionmotors (LIM) in conjunction with, for example, electromagneticlevitation or fluid bearings. Due to the scale of the project,tremendous forces are required to accelerate the vehicle to theoperating speed. Newton's Laws of Motion dictate that an equal force isnecessary to slow the vehicle down when necessary, such as arriving atthe terminal at the end of the route. Because of these high speeds,typical braking methods that operate by utilizing friction may beimpractical. For example, current practices do not envision a method tocreate a sustainable frictional braking system designed to handle theimmense stress that would be produced by this decelerating force becausecurrent transportation systems do not operate at the speeds that apartially-evacuated tubular system allows.

In accordance with aspects of the disclosure, as schematicallyillustrated in FIG. 37, embodiments of the present disclosure mayutilize induced drag caused by eddy currents generated by the passivemagnets of the levitation system to produce deceleration of the capsule.These eddy currents are normally an undesirable effect of a levitationsystem and thus, are reduced or eliminated. In accordance with aspectsof the disclosure, however, during portions of the track wheredeceleration is required, the levitation system is designed andconfigured to maximize the inefficiency created by the eddy currents tocapitalize on the induced drag in order to decelerate the vehicle. Inaccordance with aspects of the disclosure, by utilizing electromagneticdrag to slow the vehicle down, a safer braking is achieved. For example,braking using eddy currents is safer than conventional friction-basedbraking systems, as the eddy current braking system do not off-put (ortransfer) frictional stress forces onto the vehicle and/or tubularstructures.

FIGS. 38A and 38B are schematic depictions of exemplary tube passagethat is narrowing in accordance with embodiments of the presentdisclosure. As shown in FIG. 38A, with the exemplary sectional view oftube 3800, a tube passage may be narrowed by increasing the wallthickness of the tube while maintaining the same outer diameter of thetube. As shown in FIG. 38B, with the exemplary sectional view of tube3850, a tube passage may be narrowed by decreasing the outer diameter ofthe tube while maintaining the same wall thickness of the tube. Byforming the tube with one or more portions having differing wallthicknesses and/or diameters along a transportation route betweenstations, the airflow passage around the capsule within the tube may bevaried to, for example, slow the vehicle through increased drag.

Passive Levitation System

As discussed herein, high-speed transportation systems may utilize anynumber of acceleration systems to achieve the high speed, includingelectromagnetic propulsion. Due to the scale of the transportationproject, tremendous forces may be necessary to accelerate the vehicle tothe operating speed. Due to the unprecedented nature of the sustained,ultra-high speed configuration of the system, the capsule may utilize acarriage that can withstand the frictional demands of the high-speed andhigh use.

FIG. 39 depicts an exemplary embodiment of a passive levitation system3875 in accordance with aspects of the disclosure. As shown in FIG. 39,a system is configured to utilize the magnetic force as lift, which iscreated when a magnet assembly 3895 attached to, e.g., a vehicle 12 (forexample, a capsule), e.g., with a suspension system, passes at a certainvelocity (via a propulsion system 3885) over a track 3880 in order toprovide horizontal displacement between the vehicle 12 and the track3880, thus generating a levitation force on the vehicle 12 that isderived from the velocity.

In one exemplary embodiment, the track 3880 is comprised of at least onesection of laminated sheets of slotted conductor, wherein the slots 3890have a length 3897 that is equal to or shorter than the width 3898 ofthe associated magnet assembly 3895 on the vehicle 12. In certainembodiments, the slots 3890 may be angled relative to the track 3880and/or the magnet assembly 3895 in a direction of motion of the vehicle12. The angle may be perpendicular or an angle more or less thanperpendicular, e.g., 88° relative to the position of the track 3880and/or magnet assembly 3895. In certain embodiments, the magnet assembly3895 comprises of a plurality of magnets, such as permanent magnets,electromagnets, and/or superconducting magnets, which is configured inan array that optimizes the magnetic force that is generated by theinteraction of the array of the magnet assembly 3895 and the track 3880while in motion. A plurality of tracks 3880 may be used, each with anassociated magnet assembly 3895 located on the vehicle 12.

Pre-Fabricated Metal Reinforcement for Pylons

In certain embodiments, the supports (or pylons) may include within apre-fabricated metal reinforcement, e.g., a chain mail-styled,pre-fabricated metal reinforcement. The pylon construction can be slow,in turn, slowing the rest of fabrication and manufacturing fortransportation system. In accordance with aspects of the presentdisclosure, pre-fabricated rolls of chain mail pylon reinforcement maybe rapidly assembled, for example, either before the concrete for thepylons is poured or after the concrete is poured. In some embodiments,metal rods of varying gauge sizes and/or aramid fibers can be fabricatedin a cross-stitched pattern and be embedded in cement. By implementingaspects of the present disclosure, the pre-fabricated metalreinforcement material can expedite manufacturing process and provideadditional structural support to the sub-structure.

Monitoring Tube Integrity Using Aerial Vehicle

Managing, identifying, and locating leaks in tube system may be verydifficult, especially on the size and magnitude of the transportationsystem. Aspects of the present disclosure are directed to a method formonitoring the transportation tube (or other low-pressure environment)integrity using an aerial vehicle, for example, a remotely-operatedaerial vehicle (or drone). In some embodiments, a drone equipped withinfrared imaging camera may be configured to fly along thetransportation path and searching for thermal plumes (e.g., largethermal plumes) of leaked air. For example, in embodiments, a drone maybe configured to autonomously fly the transportation route. Equippedwith a FLIR (forward looking infrared), for example, the drone could flyhigh above tube and monitor heat profile of large sections of tube. Forexample, expelled or leaked gas from within the tube may have differentheat signature than ambient air around tube. By implementing aspects ofthe present disclosure, leaks, which otherwise may be invisible to thenaked eye, would be detectable as large plumes on the FLIR image. Inembodiments, by flying at high altitudes, the imaging camera couldprovide larger scope of leaks in the tube system than conventionalpressure transducers and measurement devices.

Laying Cables in the Transportation System

Proper cable/electrical line management and distribution will be animportant to the success and longevity of the tube transportationsystem. Laying and replacing cables over such large distances mayrequire a constant workforce and large amounts of monetary resources.Aspects of the present disclosure are directed to a system and apparatusfor cable/electrical line management and distribution in the tube (orother low-pressure environment) transportation system. In an exemplaryand non-limiting embodiments, a robot configured to traverse the tube,is also configured to transport and properly lay down lines of cables.In embodiments, a robot (or robotic vehicle) may be outfitted with largespool of wire/cable and with the capability of splicing and joiningexisting wiring. By implementing aspects of the disclosure, thecable-laying robot/vehicle could efficiently perform the task of layingwire autonomously, decreasing the man-power used to perform cablemanagement and distribution. The tube profile of embodiments of thetransportation system, e.g., obtuse tube profile, and the tubes possibleremote location add difficulty to the task of laying and managingcable/wire. By implementing aspects of the disclosure, the difficulttask would be alleviated by an autonomous cable-laying robot/vehicle. Inembodiments, the robot (or robotic vehicle) may be configured to utilizethe capsule transportation system to propel the robot (or roboticvehicle).

System Environment

Aspects of embodiments of the present disclosure (e.g., control systemsfor the tube environment, capsule control systems, tube orientation,tube switching systems) can be implemented by such special purposehardware-based systems that perform the specified functions or acts, orcombinations of special purpose hardware and computer instructionsand/or software, as described above. The control systems may beimplemented and executed from either a server, in a client serverrelationship, or they may run on a user workstation with operativeinformation conveyed to the user workstation. In an embodiment, thesoftware elements include firmware, resident software, microcode, etc.

As will be appreciated by one skilled in the art, aspects of the presentdisclosure may be embodied as a system, a method or a computer programproduct. Accordingly, aspects of embodiments of the present inventionmay take the form of an entirely hardware embodiment, an entirelysoftware embodiment (including firmware, resident software, micro-code,etc.) or an embodiment combining software and hardware aspects that mayall generally be referred to herein as a “circuit,” “module” or“system.” Furthermore, aspects of the present disclosure (e.g., controlsystems) may take the form of a computer program product embodied in anytangible medium of expression having computer-usable program codeembodied in the medium.

Any combination of one or more computer usable or computer readablemedium(s) may be utilized. The computer-usable or computer-readablemedium may be, for example but not limited to, an electronic, magnetic,optical, electromagnetic, infrared, or semiconductor system, apparatus,device, or propagation medium. More specific examples (a non-exhaustivelist) of the computer-readable medium would include the following:

-   -   an electrical connection having one or more wires,    -   a portable computer diskette,    -   a hard disk,    -   a random access memory (RAM),    -   a read-only memory (ROM),    -   an erasable programmable read-only memory (EPROM or Flash        memory),    -   an optical fiber,    -   a portable compact disc read-only memory (CDROM),    -   an optical storage device,    -   a transmission media such as those supporting the Internet or an        intranet,    -   a magnetic storage device    -   a usb key, and/or    -   a mobile phone.

In the context of this document, a computer-usable or computer-readablemedium may be any medium that can contain, store, communicate,propagate, or transport the program for use by or in connection with theinstruction execution system, apparatus, or device. The computer-usablemedium may include a propagated data signal with the computer-usableprogram code embodied therewith, either in baseband or as part of acarrier wave. The computer usable program code may be transmitted usingany appropriate medium, including but not limited to wireless, wireline,optical fiber cable, RF, etc.

Computer program code for carrying out operations of the presentinvention may be written in any combination of one or more programminglanguages, including an object oriented programming language such asJava, Smalltalk, C++ or the like and conventional procedural programminglanguages, such as the “C” programming language or similar programminglanguages. The program code may execute entirely on the user's computer,partly on the user's computer, as a stand-alone software package, partlyon the user's computer and partly on a remote computer or entirely onthe remote computer or server. In the latter scenario, the remotecomputer may be connected to the user's computer through any type ofnetwork. This may include, for example, a local area network (LAN) or awide area network (WAN), or the connection may be made to an externalcomputer (for example, through the Internet using an Internet ServiceProvider). Additionally, in embodiments, the present invention may beembodied in a field programmable gate array (FPGA).

FIG. 40 is an exemplary system for use in accordance with theembodiments described herein. The system 3900 is generally shown and mayinclude a computer system 3902, which is generally indicated. Thecomputer system 3902 may operate as a standalone device or may beconnected to other systems or peripheral devices. For example, thecomputer system 3902 may include, or be included within, any one or morecomputers, servers, systems, communication networks or cloudenvironment.

The computer system 3902 may operate in the capacity of a server in anetwork environment, or in the capacity of a client user computer in thenetwork environment. The computer system 3902, or portions thereof, maybe implemented as, or incorporated into, various devices, such as apersonal computer, a tablet computer, a set-top box, a personal digitalassistant, a mobile device, a palmtop computer, a laptop computer, adesktop computer, a communications device, a wireless telephone, apersonal trusted device, a web appliance, or any other machine capableof executing a set of instructions (sequential or otherwise) thatspecify actions to be taken by that device. Further, while a singlecomputer system 3902 is illustrated, additional embodiments may includeany collection of systems or sub-systems that individually or jointlyexecute instructions or perform functions.

As illustrated in FIG. 40, the computer system 3902 may include at leastone processor 3904, such as, for example, a central processing unit, agraphics processing unit, or both. The computer system 3902 may alsoinclude a computer memory 3906. The computer memory 3906 may include astatic memory, a dynamic memory, or both. The computer memory 3906 mayadditionally or alternatively include a hard disk, random access memory,a cache, or any combination thereof. Of course, those skilled in the artappreciate that the computer memory 3906 may comprise any combination ofknown memories or a single storage.

As shown in FIG. 40, the computer system 3902 may include a computerdisplay 3908, such as a liquid crystal display, an organic lightemitting diode, a flat panel display, a solid state display, a cathoderay tube, a plasma display, or any other known display. The computersystem 102 may include at least one computer input device 3910, such asa keyboard, a remote control device having a wireless keypad, amicrophone coupled to a speech recognition engine, a camera such as avideo camera or still camera, a cursor control device, or anycombination thereof. Those skilled in the art appreciate that variousembodiments of the computer system 3902 may include multiple inputdevices 3910. Moreover, those skilled in the art further appreciate thatthe above-listed, exemplary input devices 3910 are not meant to beexhaustive and that the computer system 3902 may include any additional,or alternative, input devices 3910.

The computer system 3902 may also include a medium reader 3912 and anetwork interface 3914. Furthermore, the computer system 3902 mayinclude any additional devices, components, parts, peripherals,hardware, software or any combination thereof which are commonly knownand understood as being included with or within a computer system, suchas, but not limited to, an output device 3916. The output device 3916may be, but is not limited to, a speaker, an audio out, a video out, aremote control output, or any combination thereof.

Furthermore, the aspects of the disclosure may take the form of acomputer program product accessible from a computer-usable orcomputer-readable medium providing program code for use by or inconnection with a computer or any instruction execution system. Thesoftware and/or computer program product can be implemented in theenvironment of FIG. 40. For the purposes of this description, acomputer-usable or computer readable medium can be any apparatus thatcan contain, store, communicate, propagate, or transport the program foruse by or in connection with the instruction execution system,apparatus, or device. The medium can be an electronic, magnetic,optical, electromagnetic, infrared, or semiconductor system (orapparatus or device) or a propagation medium. Examples of acomputer-readable storage medium include a semiconductor or solid statememory, magnetic tape, a removable computer diskette, a random accessmemory (RAM), a read-only memory (ROM), a rigid magnetic disk and anoptical disk. Current examples of optical disks include compactdisk-read only memory (CD-ROM), compact disc-read/write (CD-R/W) andDVD.

Although the present specification describes components and functionsthat may be implemented in particular embodiments with reference toparticular standards and protocols, the disclosure is not limited tosuch standards and protocols. Such standards are periodically supersededby faster or more efficient equivalents having essentially the samefunctions. Accordingly, replacement standards and protocols having thesame or similar functions are considered equivalents thereof.

The illustrations of the embodiments described herein are intended toprovide a general understanding of the various embodiments. Theillustrations are not intended to serve as a complete description of allof the elements and features of apparatus and systems that utilize thestructures or methods described herein. Many other embodiments may beapparent to those of skill in the art upon reviewing the disclosure.Other embodiments may be utilized and derived from the disclosure, suchthat structural and logical substitutions and changes may be madewithout departing from the scope of the disclosure. Additionally, theillustrations are merely representational and may not be drawn to scale.Certain proportions within the illustrations may be exaggerated, whileother proportions may be minimized. Accordingly, the disclosure and thefigures are to be regarded as illustrative rather than restrictive.

Accordingly, the present disclosure provides various systems,structures, methods, and apparatuses. Although the disclosure has beendescribed with reference to several exemplary embodiments, it isunderstood that the words that have been used are words of descriptionand illustration, rather than words of limitation. Changes may be madewithin the purview of the appended claims, as presently stated and asamended, without departing from the scope and spirit of the disclosurein its aspects. Although the disclosure has been described withreference to particular materials and embodiments, embodiments of theinvention are not intended to be limited to the particulars disclosed;rather the invention extends to all functionally equivalent structures,methods, and uses such as are within the scope of the appended claims.

While the computer-readable medium may be described as a single medium,the term “computer-readable medium” includes a single medium or multiplemedia, such as a centralized or distributed database, and/or associatedcaches and servers that store one or more sets of instructions. The term“computer-readable medium” shall also include any medium that is capableof storing, encoding or carrying a set of instructions for execution bya processor or that cause a computer system to perform any one or moreof the embodiments disclosed herein.

The computer-readable medium may comprise a non-transitorycomputer-readable medium or media and/or comprise a transitorycomputer-readable medium or media. In a particular non-limiting,exemplary embodiment, the computer-readable medium can include asolid-state memory such as a memory card or other package that housesone or more non-volatile read-only memories. Further, thecomputer-readable medium can be a random access memory or other volatilere-writable memory. Additionally, the computer-readable medium caninclude a magneto-optical or optical medium, such as a disk, tapes orother storage device to capture carrier wave signals such as a signalcommunicated over a transmission medium. Accordingly, the disclosure isconsidered to include any computer-readable medium or other equivalentsand successor media, in which data or instructions may be stored.

Although the present application describes specific embodiments whichmay be implemented as code segments in computer-readable media, it is tobe understood that dedicated hardware implementations, such asapplication specific integrated circuits, programmable logic arrays andother hardware devices, can be constructed to implement one or more ofthe embodiments described herein. Applications that may include thevarious embodiments set forth herein may broadly include a variety ofelectronic and computer systems. Accordingly, the present applicationmay encompass software, firmware, and hardware implementations, orcombinations thereof.

One or more embodiments of the disclosure may be referred to herein,individually and/or collectively, by the term “invention” merely forconvenience and without intending to voluntarily limit the scope of thisapplication to any particular invention or inventive concept. Moreover,although specific embodiments have been illustrated and describedherein, it should be appreciated that any subsequent arrangementdesigned to achieve the same or similar purpose may be substituted forthe specific embodiments shown. This disclosure is intended to cover anyand all subsequent adaptations or variations of various embodiments.Combinations of the above embodiments, and other embodiments notspecifically described herein, will be apparent to those of skill in theart upon reviewing the description.

The Abstract of the Disclosure is provided to comply with 37 C.F.R.§1.72(b) and is submitted with the understanding that it will not beused to interpret or limit the scope or meaning of the claims. Inaddition, in the foregoing Detailed Description, various features may begrouped together or described in a single embodiment for the purpose ofstreamlining the disclosure. This disclosure is not to be interpreted asreflecting an intention that the claimed embodiments require morefeatures than are expressly recited in each claim. Rather, as thefollowing claims reflect, inventive subject matter may be directed toless than all of the features of any of the disclosed embodiments. Thus,the following claims are incorporated into the Detailed Description,with each claim standing on its own as defining separately claimedsubject matter.

The above disclosed subject matter is to be considered illustrative, andnot restrictive, and the appended claims are intended to cover all suchmodifications, enhancements, and other embodiments which fall within thetrue spirit and scope of the present disclosure. Thus, to the maximumextent allowed by law, the scope of the present disclosure is to bedetermined by the broadest permissible interpretation of the followingclaims and their equivalents, and shall not be restricted or limited bythe foregoing detailed description.

Accordingly, the novel architecture is intended to embrace all suchalterations, modifications and variations that fall within the spiritand scope of the appended claims. Furthermore, to the extent that theterm “includes” is used in either the detailed description or theclaims, such term is intended to be inclusive in a manner similar to theterm “comprising” as “comprising” is interpreted when employed as atransitional word in a claim.

While the disclosure has been described with reference to specificembodiments, those skilled in the art will understand that variouschanges may be made and equivalents may be substituted for elementsthereof without departing from the true spirit and scope of thedisclosure. While exemplary embodiments are described above, it is notintended that these embodiments describe all possible forms of theembodiments of the disclosure. Rather, the words used in thespecification are words of description rather than limitation, and it isunderstood that various changes may be made without departing from thespirit and scope of the disclosure. In addition, modifications may bemade without departing from the essential teachings of the disclosure.Furthermore, the features of various implementing embodiments may becombined to form further embodiments of the disclosure.

What is claimed is:
 1. A high-speed transportation system, the systemcomprising: at least one transportation tube having at least one track;at least one capsule configured for travel through the at least one tubebetween stations; a propulsion system adapted to propel the at least onecapsule through the tube; a levitation system adapted to levitate thecapsule within the tube, wherein the at least one transportation tube isstructured and arranged as a net-tension tube.
 2. The high-speedtransportation system of claim 1, wherein the at least onetransportation tube comprises two tubes in a side-by-side configuration.3. The high-speed transportation system of claim 1, wherein the at leastone transportation tube comprises one tube with two discrete capsulepassageways.
 4. The high-speed transportation system of claim 1, whereinthe at least one transportation tube comprises one tube with fourdiscrete capsule passageways.
 5. The high-speed transportation system ofclaim 1, wherein the at least one tube comprises a walkway configuredfor passengers arranged adjacent the track.
 6. The high-speedtransportation system of claim 1, wherein the at least one tube isformed from uniform thickness steel or a metal-composite material. 7.The high-speed transportation system of claim 1, further comprising aplurality of supports spaced along a path of the at least one tube tosupport the at least one tube at an elevation above ground.
 8. Thehigh-speed transportation system of claim 7, wherein the at least onetube is self-supporting between adjacent supports.
 9. The high-speedtransportation system of claim 7, further comprising a support structurearranged between adjacent supports, above the supports and beneath theat least one tube, wherein the support structure is self-supporting andsupports the at least one tube between the adjacent supports.
 10. Thehigh-speed transportation system of claim 9, wherein each tube betweenadjacent supports is configured for handling dynamic forces expectedwithin and outside the tube, and wherein the support structure betweenthe adjacent supports is configured for handling the static forces ofthe weight of the tube and support structure and for dynamic forcesacting within and outside the tube.
 11. The high-speed transportationsystem of claim 1, wherein the at least one tube comprises an innerlayer and an outer layer, with a middle layer between the inner layerand the outer layer.
 12. The high-speed transportation system of claim11, wherein the inner layer and the outer layer comprise a metal and themiddle layer comprises a foam material.
 13. The high-speedtransportation system of claim 1, wherein the net-tensioned tubecomprises at least one compression member extending between differentpoints on an inner wall of the tube, the compression member creating arestrained load that induces tension in an outer wall of the tube. 14.The high-speed transportation system of claim 13, wherein the at leastone compression member comprises two compression members positionedorthogonally relative to each other.
 15. The high-speed transportationsystem of claim 1, wherein the at least one tube comprises a pluralityof tube sections, wherein the tube sections comprise uniform tubeconfigurations along a transportation route between stations.
 16. Thehigh-speed transportation system of claim 1, wherein uniform tubeconfigurations comprise tubes having approximately the same outerdiameter and wall thickness.
 17. The high-speed transportation system ofclaim 1, wherein the at least one tube comprises a plurality of tubesections, at least some of the tube sections comprising differing tubeconfigurations along a transportation route between stations.
 18. Thehigh-speed transportation system of claim 1, wherein the at least onetube comprises a uniform wall thickness and diameter along atransportation route between stations.
 19. The high-speed transportationsystem of claim 1, wherein the at least one tube comprises one or moreportions having different wall cross-sectional areas at differentpositions along a transportation route between stations so as to vary anairflow passage around the capsule within the tube.
 20. The high-speedtransportation system of claim 19, wherein the different wallcross-sectional areas are created by different wall thicknesses at thedifferent positions.
 21. The high-speed transportation system of claim19, wherein the different wall cross-sectional areas are created bydifferent tube diameters at the different positions.
 22. The high-speedtransportation system of claim 1, wherein the at least one tubecomprises one or more portions having different wall thicknessesconfigured for different expected loads.
 23. A high-speed transportationsystem, the system comprising: at least one transportation tube havingat least one track; at least one capsule configured for travel throughthe at least one tube between stations; a propulsion system adapted topropel the at least one capsule through the tube; a levitation systemadapted to levitate the capsule within the tube, wherein the at leastone tube comprises an inner layer and an outer layer, and a middle layerpositioned between the inner layer and the outer layer.
 24. Thehigh-speed transportation system of claim 23, wherein the inner layer isselected and/or configured for exposure to an interior environment ofthe tube and the outer layer is selected and/or configured exposure toan exterior environment of the tube.
 25. The high-speed transportationsystem of claim 23, wherein the inner layer and the outer layer comprisemetals and the middle layer comprises a foam material.
 26. Thehigh-speed transportation system of claim 25, wherein the foam materialcomprises a foamed metal material.
 27. The high-speed transportationsystem of claim 25, wherein the foam material at least one of reducesthermal conductivity, increases stiffness, increases strength, andreduces weight of the tube.
 28. The high-speed transportation system ofclaim 23, wherein the at least one transportation tube is structured andarranged as a net-tension tube.
 29. A method of manufacturing atensioned tube comprising an inner wall and an outer structure, themethod comprising: expanding the inner wall through a loading process;attaching the outer structure to the expanded inner wall as the loadingprocess is completed, creating a net compression state in the outerstructure and a net tension state in the inner wall.
 30. The method ofclaim 29, wherein the loading process comprises applying at least one ofinternal pressure and heat to the inner wall.